Newslink October 2021

msagb.com
Newslink
The Voice of MSA GB
Issue 345 • October 2021
‘In 1997, 46 people were killed in
crashes that involved towing, with
238 other ‘serious’ incidents... by 2019
these figures had fallen to 96 serious
incidents and just two fatalities...’
What next
for B+E?
We work for all Driver Trainers. Want to join? See pg 39 for a special introductory offer

02 NEWSLINK n MAY 2021

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Do our views matter or is the
government paying lip service?
Colin Lilly
Editor, Newslink
Stakeholder is a buzz word I have never
been totally happy with and I have
always viewed with some suspicion. I
tend to think of it as a feelgood word to
make everyone think they’ve been
included, but a certain bias remains.
I referred to the Oxford Dictionary for a
definition: Stakeholders- “All those with
interests in an organization [sic]; for
example, as shareholders, employees,
suppliers, customers, or members of the
wider community. ‘Stakeholder theory’ is
an approach to business that attempts
to incorporate the interests of all
stakeholders in a business, as opposed
to the view that a firm is responsible
only to its owners. It thus attempts to
adopt an inclusive rather than a narrow
approach to business responsibility.”
What better way to make people feel
included than hold a consultation?
If the outcome of that consultation falls
in line with the desired outcome for the
definition it can be held up as a victory
for democracy. However, if the stakeholders’
views do not coincide with the desired
outcome, they can always be ignored.
Does this have an air of familiarity?
Consultation is defined as the action or
process of formally consulting or discussing.
Consulting is the business of giving
expert advice to other professionals.
The driver training profession has a
keen interest in road safety and casualty
reduction, with the knowledge and
experience to provide expert advice.
A referendum is a general vote by the
electorate on a single political question
which has been referred to them for a
‘‘
I am reminded of the ADIs
who invested in theory training
centres only to have the DfT
publish the question bank
and answers. It shows that
governments have little regard
for driver training...
‘‘
NEWSLINK n OCTOBER 2021
direct decision. A simple majority is all
that is required to approve a decision.
Therefore, can we say that the recent
B+E issue was the subject of a
consultation or a referendum?
If a ‘consultation’ was held on complete
removal of the driving test, can you
predict the result? I would suggest the
proposal would receive overwhelming
support from the public. Once again, that
would be a referendum.
Could these changes have been
possible if we had remained a member of
the EU?
We must spare a thought for those
trainers who have invested in a business
specialising in B+E training, some
acquiring manoeuvring areas; their
financial future has been put at risk. I am
reminded of the ADIs who invested in
theory training centres only to have the
DfT publish the question bank and
answers. It shows that governments of
any political hue have little regard for
driver training.
Glib suggestions have been made that
B+E trainers can easily swap to learner
training, but this shows a lack of
understanding. A vehicle that is suitable
for B+E training is not necessarily
appropriate for learner training.
Organisations offering LGV training will
find some of their vehicles under used.
They may not be able to invest in more
CE vehicles. It is all very well for the
DVSA to claim to be able to provide an
extra 50,000 driving tests. Will this
figure be based on the last financial year,
when Covid-19 reduced the number of
tests conducted, or an average taken
from non-Covid years?
There may be a need for 50,000 extra
drivers but will that number be recruited
and come forward to be tested?
If the level of demand means that there
are unused slots exceeding the number
created by removing the B+E category,
then some explanations of the decision
will be required.
Continued on page 8, with more reaction
from MSA GB on this story
CONTACT
To comment on this article or any other
issue surrounding driver training and
testing, contact Colin via editor@msagb.com
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COVER STORY
The fate of the unskilled or
the unlucky... a caravan lies
wrecked by the side of the
motorway.
SPECIAL REPORT
B+E testing falls by the
wayside - see pgs 8-12
03

B+E:
what’s next?
08
News
Autumn of discontent
at your local DTC
More bad news for ADIs looking for
L-test slots as examiners flex their
muscles over eight tests a day – Pg 6
The end of B+E tests: where
do we go next?
MSA GB’s Peter Harvey comments as
the axe falls on car and trailer testing, a
trainer offers his own views – and the
Minister responds to NASP criticism
– Pg 8-12
18
Flaws in the
theory as
DVSA looks
to use test data on
standards checks
Plans to prioritise standards checks
based on L-test data challenged by
NASP – Pg 14
More trouble at DVLA
MPs still not happy as response to
petition leaves a lot to be desired amid
call for more changes – Pg 16
Highway Code changes
Motorway safety in the spotlight as new
guidance announced on refuges and
emergency zones – Pg 29
Anxiety up after pandemic
More drivers report concerns as they
return to the road – Pg 35
Newslink
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04 NEWSLINK n OCTOBER 2021

For all the latest news, see www.msagb.com
16
Features
Keep in
touch 1
Keep in touch:
Just click on the icon
to go through to the
relevant site
2
31
Stay calm and be a COW
That’s the advice from TV presenter James
May as he launches new in-app video, How
Not to Fail Your Practical Driving Test – Pg 18
DRLs and conspicuity on the road
Tom Harrington asks whether daytime running
lights are a help or a hazard – Pg 22
Unscientific surveys and the
voting habits of turkeys
Guess what: when you ask the public if DVSA
should to scrap a test, they say yes – Pg 25
If you have updated your
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Regional News/Views
MSA GB Training days and AGMs
More details of your local event – pg 28
IMTD award for Geoff Little
MSA GB deputy national chairman honoured for
‘Exemplary contribution to the IMTD’ – pg 33
Lifting the lid on driver training
Long-time member Kathy
Higgins has published her
first book on life as an ADI
– pg 35
Q&A with...
Janet Stewart
From city slicker to
teaching learners, via
Ancient Greece – pg 36
26
33
L-test changes – nothing’s new!
Yet more amends to the driving test – but you
know, it was ever thus, says Mike Yeomans
– Pg 26
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NEWSLINK n OCTOBER 2021
05

News
Examiners to strike over 8-test schedule
ADIs already struggling to find L-test
slots for their pupils will have another
obstacle in their path this autumn after
it was announced that examiners will be
going on strike for two days in October.
A bad situation then became worse
when some examiners decided to ‘work
to rule’ from the end of September. This
has the potential to disrupt testing even
when they are on duty.
As revealed in the September issue of
Newslink, DVSA plans for each examiner
to conduct eight L-tests a day in an
attempt to reduce the current waiting list
have been met with fierce opposition by
examiners and their union. After talks
broke down between the two sides over
the issue, the PCS union held a ballot on
industrial action at the end of September.
This saw 92 per cent of members voting
for strike action, in a move the union said
was in defence of examiners’ working
terms and conditions.
In a statement, the PCS said: “DVSA
management have notified staff that they
intend to implement the new eight-test
schedule from October 11 despite our
opposition. We have concerns around
both the wellbeing of members and the
health and safety implications to the
public of introducing an additional test
into an already time-pressured schedule.”
PCS members working as driving
examiners and their line managers will
be asked to take two days’ strike action
on October 11 and 12 – though the
union stressed that it remained open to
talks over the matter with the DVSA.
DVSA Chief Executive Loveday Ryder
said she was disappointed to learn that
testing could face further disruption.
She said: “The country has endured so
06
DVSA announces SOP changes
The DVSA has announced an update
to Standard Operating Procedures
(SOPs) for both car and motorcycle
testing.
The review has been published to
take account of recent national
updates on a number of issues,
including important Covid-19
protocols.
You read the new SOPs by clicking
on the following links.
much as a result of Covid-19 and we
have been in regular discussion with the
PCS on how we can support the recovery
of our services, so it is disappointing that
the PCS has chosen to take this course
of action.
“Safely reducing driving test waiting
times will contribute to the national
recovery effort and we are taking steps to
provide thousands of learner drivers with
the vital driving tests they need to access
employment, education, health and
social activities.
“As part of our plans to increase the
number of tests available, we have
trialled examiners carrying out an
additional test per day, during their
normal working hours.
“The safety and wellbeing of our
customers and colleagues is paramount.
We continue to work with colleagues and
PCS on these proposed changes.”
MSA GB national chairman Peter Harvey
said the news – while not surprising
Click here for the DVSA
Standard Operating
Procedure: Conducting
driving tests (car)
Click here for the DVSA
Standard Operating
Procedure: Conducting driving
test (Motorcycle Mod 1 & Mod 2)
– was a hammer blow to pupils and their
ADIs. “If examiners do go on strike for
two days we could see around 5-10,000
L-tests lost. That’s 5-10,000 learners
who may struggle to get an alternative
test date before February of next year.
“It is completely unacceptable as far as
ADIs are concerned, and we have to
wonder about the negotiating skills of
both the PCS and the DVSA that this
issue has led to industrial action.”
DVSA believes the extra test can be
accommodated by using time examiners
previously spent on post-test admin, but
which is now unused as much of this
work is completed during the L-test as
part of the digital marking scheme.
Clearly, however, examiners do not
share that view.
What is making the situation worse is
that examiners are apparently ‘working to
rule’, and this is already having an
impact on testing. Members have already
contacted MSA GB complaining about
L-test cancellations for ‘unclean’ car
interiors, leading to Peter saying: “A
quick reminder: Covid rules demand that
cars on L-tests are very clean. Don’t
allow dust to gather on surfaces, keep
footwells tidy and make sure the dash
and steering wheel are wiped clean,” he
said.
It appears that some examiners are
‘walking back’ to the test centre if a test
is abandoned. Peter added: “Examiners
will often allow the candidate to drive the
car back to the DTC in the event of a test
being abandoned on safety grounds, but
we’ve had reports of a number saying
they will walk back instead.
“While this is their right if they believe
the candidate’s driving puts them in a
dangerous position, it is notable that
incidences of this have risen in recent
days. If this trend continues it has the
potential to disrupt subsequent tests if
the examiner does not make it back on
time to take their next test – “an
appalling situation for candidates, who
could find their much-anticipated test
cancelled at a moment’s notice.”
MSA GB has petitioned the DVSA and
the Department for Transport over
whether out-of-pocket expenses could be
paid to ADIs and candidates impacted by
the strikes. At the time of publishing this
issue of Newslink, neither party had
responded but we will keep you posted
on this.
See www.msagb.com for updates in
the coming days.
NEWSLINK n OCTOBER 2021

News
TRAILER
TRAINERS
TRASHED
The past month has seen a furious and very public row break out after the government decided to
formally abandon B+E testing as part of its plan to alleviate the national shortage of LGV drivers.
From September 20, all B+E testing has stopped, with examiners who used to work on those tests
now focusing solely on LGVs. The decision has understandably created a huge response, particularly
from those instructors who used to work in this sector. Over the next four pages we will look at the
decision in-depth, with MSA GB National Chairman Peter Harvey explaining the next steps forward.
Peter Harvey mbe
National Chairman
MSA GB
Every year, on average, around 30,000
people in the UK take a DVSA car and
trailer test – otherwise known as B+E
testing. From September 20 onwards,
however, the figure will be nil.
This has come as a devastating blow
to a lot of people. To those ADIs who
have specialised in this sector, it has
potentially destroyed their businesses.
And to anyone interested in road safety, it
is very upsetting and feels like a
retrograde step that undoes decades of
work to make car-and-trailer motoring
safer on our roads.
So how did it come to this? Put simply,
a combination of Brexit and Covid has
conspired to create a huge shortage in
LGV drivers in the UK, and the government
has decided that one way to stop this
shortage crippling the UK economy is to
direct all its examining resources at the
LGV sector to boost numbers. As a
result, B+E testing has stopped – and
any road safety implications as far as
cars and trailers are concerned is simply
collateral damage that cannot be seen to
take precedence over the bigger picture,
of getting more LGV drivers in the cab.
As someone who has spent decades
working to improve road safety, I think
this is a mistake. I also know many,
many people at the DVSA feel the same
as I do. It cannot be true that a driving
situation which demanded extra training
and testing to keep the public safe is no
longer required. If it was thought right at
the start of 2021 to train and test people
if they wish to tow a trailer or caravan,
then nothing has changed to alter this.
However, this is a done deal. The
government is highly unlikely to perform
a U-turn. So where does that leave us?
First, the legal bit. On September 21 it
was not correct to say that someone
who had passed their L-test after 1997
can now drive and tow a trailer or
caravan. It would still be against the law.
Why? Because the law has not changed
– yet. If you obtained your driving licence
after 1997, when B+E testing was
introduced, you still must obtain a
car-and-trailer pass to tow. However, you
can’t do this as there are no longer any
B+E tests being conducted, leaving you
effectively in no man’s land. At some
point in the next few months the law will
be changed but it has not happened yet.
Only then will you be legally allowed to
tow a trailer.
Two, should B+E trainers give up? My
advice is no. Consider this: most people
are sensible. Most people, when asked
the question, do you feel confident
driving your car down the road, will
answer ‘yes’. However, when you add the
phrase ‘while towing a 2.5-tonne
Do our views matter or is the government paying lip service?
Continued from page 3
Once the decision has been made there will be no going
back.
I suspect that there are some B+E serial failures, as in the
other categories, they will now drive among us.
We should spare some sympathy for the DVSA. As an
Executive Agency its work is at the behest of the government
of the day and ot has no influence on policy. I am sure there
are many driving examiners and vehicle inspectors within the
organisation that would question this decision but, like ADIs,
their experience and expertise does not count.
When we think of B+E safety, our minds immediately go to
caravans strewn across motorways. Is there a risk of more
farm/industrial incidents through lack of training? I am sure
the Health & Safety Executive would have had a viewpoint.
Much of the lorry driver shortages could be resolved through
better working conditions and terms of employment. The
average age of an LGV driver is 55 which shows younger
people are not being encouraged into the industry. No problem
will be resolved at the expense of road safety.
08
NEWSLINK n OCTOBER 2021

For all the latest news, see www.msagb.com
The view from the government
Government promises 50,000
extra LGV tests after changes
caravan costing £40,000’ the answer is
likely to be, from many, ‘not quite as
confident...’, or even ‘no, not confident at
all.’ So take advantage of this. If I was
active in B+E training I would be saying to
prospective clients, you still need training,
even if the government won’t test you
afterwards. You’ll still be driving along the
road with your family in the car and a 2.5
tonne monster 12 inches from your boot.
You’ll still need help understanding the
different dynamic that creates, whether
handing, steering or braking. Training will
help to keep you safe and protect your
expensive new asset – which is likely to be
the second-most expensive thing you will
ever buy. Surely a day’s training is good
insurance to keep you all safe?
In addition, if you do a lot of work with
trailers, perhaps corporate work where you
are the trainer for a council or company’s
employees, the button to press here is on
health and safety and corporate
responsibility. If an organisation sends a
member of staff out to a job which involves
towing a trailer, such as a member of a
council’s grounds maintenance team, have
they been properly trained to do so?
When such staff go out to maintain trees,
they are first trained how to use a chain
saw. No-one from the government tests
them on that new-found skill afterwards.
The training is done for two reasons. First,
to keep the member of staff safe while
using potentially dangerous mechanical
equipment.
Continued on page 10
Minister
responds to
concerns
- see pg 12
Changes to the driver testing structure
will add 50,000 lorry tests, the
Deprtment for Transport promised as
it announced major reforms it said
were required to solve the chronic
shortage of lorry drivers in the UK.
The move, the DfT said, followed “a
public consultation which saw
thousands of respondents, including
industry leaders, support the move as
a positive step to help the sector
tackle the lorry driver shortage
currently affecting countries around
the world.”
It promised that the changes “will
not change the standard of driving
required to drive an HGV, with road
safety continuing to be of paramount
importance,” but there was little to
say about the standard of driving
required by people towing trailers,
apart from a plea for drivers “to
undertake training to tow trailers and
caravans.”
LGV drivers
Under the new proposals, learner
lorry drivers will be able to take an
articulated lorry test without the need
to pass a rigid lorry test first, while
learner bus and coach drivers will be
able to take a bus and coach test with
a trailer, rather than having to pass a
test without a trailer first.
Vocational driving tests
The off-road manoeuvres part of
vocational tests will be assessed by
DVSA-approved vocational trainers.
These manoeuvres will be assessed
at the vocational trainer’s off-road
Official response
from Minister:
see page 12
area before the on-road test with
DVSA.
Cars towing a trailer
Drivers who passed their car test
before 1 January 1997 can already
tow a car and trailer without taking a
car and trailer test.
As a result of these changes, all car
drivers will be able to tow a trailer
weighing up to3,500kg without the
need for an additional test when the
law is changed.
Until then, car drivers who gained
their licence after 1 January 1997will
only be able to tow a trailer weighing
up to 3,500kgif they display L plates
and are supervised by a driver aged
over 21 who has had a car and trailer
licence for 3 years or more or passed
their car test before 1 January 1997.
Trainers with tests booked for
October have been advised to explain
to your pupils that they cannot take a
test because the law is changing.
The above information was released
to the public on September 10. In the
same message it was also announced
– in an example of the civil service
not understanding irony – that if
trainers “cancelled the booking giving
less than three full working days’
notice, you’ll lose your fee.”
Encouraging drivers to tow safely
The DfT will “continue to encourage
car drivers wanting to tow to seek
professional training before towing a
trailer with their car.”
You can also signpost your pupils to
our towing guidance.
NEWSLINK n OCTOBER 2021
09

News
‘‘
In 1997 46 people were killed
in crashes that involved
towing, with 238 other ‘serious’
incidents... by 2019 these
figures had fallen to 96 serious
incidents and just two fatalities
Continued from page 10
The second reason is that, if an
accident were to occur, the council or
employer could be liable for damages.
Ensuring staff are trained in their use can
mitigate against any future legal claims.
It is the same principle with towing a
trailer. If you are trained, you are safer.
And if you are trained but do have a
crash, at least the employer can point
out it has done all it can to keep you safe
– thus possibly avoiding a health and
safety or corporate manslaughter charge.
It is, in many ways, the sentiment that
has driven fleet driving programmes in
the past; keeping drivers safe while
driving for work is good for them and
good for the business.
I appreciate that the above might not
be enough to help bring B+E trainers out
of their current malaise, so I have some
potentially good news. At the start of this
row MSA GB was contacted by the
National Trailer and Towing Association
(NATA) to seek our views.
As you can well imagine, NATA was
seething about the government’s plan
and was reaching out to driver training
bodies for support.
This was something I and my
colleagues at NASP were more than
happy to offer and between us we have
floated the idea of a ‘Certificate of
Competence’ to the DVSA. It would be a
midway point between what we have
now and the old system, a way of
proving that a driver has taken some kind
of formal training on towing trailers/
caravans. It would give members of the
public something to aim for and, in the
case of an employee, would prove that
an organisation has their wellbeing at
heart – as well as provide that bit of legal
cover in the event of a damages claim.
We are a long way from such a
certificate at the moment, the nuts and
bolts have still to be thrashed out,
however, we are pushing DVSA to at
least consider the idea.
See page 12 for more on this.
One thing to stress: as far as MSA GB
10
‘‘
and NASP are concerned, such a
certificate of competence would only be
signed off by a fully qualified ADI.
The benefit of this to our members in
the B+E sector is obvious: at present,
some of those operating in this area are
not ADIs. This often comes as a surprise
to members, however, the current law as
it stands still allows training in the sector
without any qualification, in much the
same way that anyone can lead fleet
driver programmes as long as they have
a full driving licence.
The Certificate I’ve mentioned here
would at least go some way to close part
of that loophole in the law.
The DVSA’s view at present is that it
may like to get involved, perhaps
overseeing registered B+E trainers’ work
in a similar way to how MoT stations are
approved by DVSA (ex-VOSA) officials.
Watch this space for more details.
This may be the answer in the
long-term. In the short-term, we have to
hope there are no major road safety
consequences from this decision.
Let’s face it, it is unlikely to have a
great impact for some time. I don’t think
many of today’s learners will rush out to
1997
buy a trailer or caravan and start driving
around, do you? It is more likely that
over time – say, the next five-10 years –
we will see a gradual increase in
trailer-related incidents.
This will be a shame. The bar chart
below highlights just how well we’ve
done on reducing traffic incidents
involving trailers. The chart shows that,
in 1997, after steady rises of incidents in
the previous five years, 46 people were
killed in crashes that involved towing,
while in total 238 incidents were classed
as ‘serious’, meaning victims received
hospital treatment in varying degrees.
By 2019 these figures had fallen to 96
serious incidents and just two fatalities.
In other words, the B+E training and
testing community has helped keep many,
many people alive – indeed, hundreds
over the period, while potentially
thousands were stopped from receiving
life-changing injuries.
That’s a stat to be proud of, and it is
shattering that its significance has been
swept away in the desperate search for
more LGV drivers, no matter how
important those ‘knights of the road’ are
to the wider economic picture.
More reaction: see
pgs 25 and 27
plus Minister’s
response on
page 12
The chart above shows all incidents involving cars towing trailers/caravans since 1992
to 2019. Each bar for a year represents fatalities, serious incidents and minor ones,
with a final bar totalising the numbers. The chart peaks on the sixth set of bars (1997)
and immediately starts to fall away as the impact of training and testing is felt
NEWSLINK n OCTOBER 2021

For all the latest news, see www.msagb.com
The view from the sector:
Consultation
was a sham
We have received the following letter
from a member affected by the end of
the B+E test. The sentiments are typical
of the many calls we have received at
Head Office.
Dear Editor,
Stunned. Shocked. Dismay. Disbelief.
All of these words sum up my feelings
after Friday’s email from Government
announcing the end of B+E Testing. But
mostly, numb. Numb sums up my state of
mind and feelings most accurately.
I qualified in 2000 as an ADI and since
2002, B+E training has been my
specialty, a niche if you like, and my main
source of income. Building a successful
business takes time, as we all know;
maintaining an excellent reputation
requires consistency, dedication and hard
work. I would like to think I had achieved
all of that over the years and then, with
one email, shattered. Really? Yes, like a
magic trick, it’s all gone in the blink of an
eye.
We all knew change was afoot. Would
instructors be signing off reversing and
uncoupling manoeuvres? Would there be
a CBT-style system introduced if, God
forbid, the Department for Transport did
scrap the test? I can answer that
question. No. None of the above.
The biggest shock however, over and
above losing my income overnight, was
the speed of the decision. When have any
of you known a government decision
made so quickly? Within days of the
consultation finishing. Never??
Which begs the question, was the
consultation a complete waste of our
time, a sham, a smokescreen, a total
joke, because the decision to scrap B+E
had already been made way before we
knew anything about a consultation. The
only bit of genius in this decision was to
release the news at 4pm on a Friday just
before a weekend, where it easily gets lost.
So what next? Pray for a Government
U-turn? It’s been known! I believe that is
called your wildest dream though. To go
from three to four tests per week to none
overnight is like driving into a brick wall;
you stop instantly and hope there are no
injuries. There will be many casualties in
our industry after this decision.
I doubt there will be enough people
clambering for training now there is no
legal obligation to do so. There will be
some, sure, but probably not enough to
justify keeping 25k-worth of car and
trailer sitting on the yard, ready and
waiting.
I think what’s next will need a little
more time to work out. I just need the
numbness to wear off a bit first.
Steve Thomas ADI,
Raglan Driver Training
NEWSLINK n OCTOBER 2021
11

News: B+E testing
Minister responds to NASP B+ E concerns
The Minister for Road Safety, Baroness Vere, has responded to correspondence sent by
NASP outlining concerns over the decision to terminate statutory B+E testing. You can read
her full response below.
While the letter confirms the government is progressing with the process of removing the
need for a statutory test, as mentioned by Peter Harvey on pg 10 there is some hope for
B+E trainers. NASP has been in discussion with DVSA, Department for Transport and wider
stakeholders about the development of a new accredited training and assessment scheme
delivered by the industry.
NASP, working in partnership with the National Towing and Trailer Association, has been
asked to submit a plan for such a scheme, which government will consider. More news on
that development soon.
Baroness Vere writes...
Thank you for your letter of 17 September
about the recent announcement to
remove the requirement for car drivers to
take a car and trailer test (B+E), the risk
to road safety and the impact this will
have on businesses.
I appreciate the concerns you have
raised. As you are aware, the proposal to
remove the requirement for car drivers to
take a B+E test if they want to tow a
trailer, was subject to a public
consultation exercise. The consultation
received over 9,500 responses and most
respondents supported the proposals.
Due to the online platform being used
to collate the responses, officials were
able to analyse the responses as they
were being submitted. The DVSA has
analysed the responses and published a
summary of the public feedback on these
proposals on GOV.UK The DVSA will
publish a full consultation report in due
course.
Following the outcome of the
consultation, on 10 September the
Government announced that it will be
implementing a number of measures to
significantly boost heavy goods vehicle
(HGV) testing availability; this includes
eliminating tests to tow a trailer.
Legal processes must be followed, and
the DVSA is looking to amend the
regulations as soon as possible. When the
law is changed, all car drivers will be able
to tow a trailer weighing up to 3,500kg
without the need for an additional test. As
a result, the DVSA will not be carrying out
any B+E tests from 20 September.
The DVSA takes its commitment to
road safety extremely seriously and will
work with the industry and stakeholders
to encourage drivers to undertake training
to help ensure they are safe and
competent to tow larger trailers. The
DVSA will continue to work with the
training industry and other interested
parties to provide guidance on training.
The HGV driver shortage has been well
documented and is an issue that is
affecting millions of people and
businesses throughout the UK. The
Government has acted decisively to help
address the HGV driver shortage and has
announced these range of measures to
help the industry recover from the
pandemic.
‘‘
The DVSA takes its commitment
to road safety extremely seriously
and will work with the industry
and stakeholders to encourage
drivers to undertake training to
help ensure they are safe and
competent to tow larger trailers.
‘‘
I understand changes to legislation will
inevitably affect some people more than
others. I also appreciate the impact the
pandemic and the national HGV driver
shortage has had, and continues to have,
on individuals and businesses. The
Department and the DVSA will continue
to encourage people who want to drive a
car and trailer to get professional training
with providers to promote road safety and
help support those businesses.
The DVSA is also exploring options for
an industry-led accreditation that could
offer a standardised non-statutory testing
approach. It plans to meet with key
stakeholders, including trainers and
insurers, to discuss this issue.
As the Chair of NASP, you have been
invited to the first meeting due to take
place on 27 September. NASP’s
suggestions on competency-based
training, assessment and certification with
an approved B+E trainer will no doubt
form part of the discussions at the
inaugural meeting, and the DVSA is
hopeful of a consensus on the way
forward.
Driver theory testing and the
termination of B+E testing represent very
different issues in terms of underlying
legislation and road safety risk; they
cannot be directly compared. The
concerns over the extension of theory test
certificates was one that affected a
significant number of new, less
experienced drivers. The B+E changes
affects more experienced, full licence
holders. The DVSA will encourage these
drivers to undergo additional training that
it hopes NASP will play an important part
in developing.
Legislative changes are usually subject
to a post-implementation review which
gives the opportunity to review and
potentially update the changes made. The
Department will keep these changes
under review to ensure they are effective
and help increase HGV testing capacity to
meet demand whilst ensuring road safety
is not compromised in the process.
Thank you for taking the time to write
in with your concerns.
Baroness Vere of Norbiton
12
NEWSLINK n OCTOBER 2021

News
Linking ADIs’ post-test data hasty and
flawed, NASP warns the DVSA
As reported in the past two issues of Newslink, the DVSA has proposed targeting standards
check on those ADIs who consistently present failing pupils for L-tests. By looking at the
data on test failures and linking them to the ADI number given on the test, it hopes to locate
ADIs who it believes are offering poorer quality tuition, and will then prioritise those ADIs
for assessment. However, during discussions with NASP – which is made up of MSA GB, the
ADINJC and the DIA – a number of concerns have been raised by the ADI profession, and
these were outlined in a statement to the DVSA last month.
NASP’s response to the DVSA proposal is published here.
NASP statement to the industry
concerning prioritisation of standards
checks
As part of the continuing dialogue
between NASP and DVSA concerning
issues arising from the agency’s recent
change in approach to prioritising
Standards Checks, NASP met again with
the regulator. At this meeting we
discussed continuing concerns, raised
further questions and pushed for answers
and further clarification on points
previously raised.
While NASP recognises the merit of
using performance data derived from
pupil’s tests as a part of measuring
trainer performance, we continue to have
grave concerns about how this data will
be derived and used, the overall impact
of the new approach and the manner in
which it has been brought into being - ie,
with little or no proper consultation.
Overall, NASP still does not feel our
(and the industry’s) concerns have been
satisfactorily addressed on this important
issue.
NASP’s key concerns are:
• The way data is generated.
Performance data is derived from a
certificate in a window,. Is this too
unreliable a way of deriving such
important data? Should data be drawn
from a wider set of data points, and
submitted in a more consistently reliable
way, ensuring a more reliable picture of
an individual’s performance?
Could more time and thought be given
to better ways of generating more reliable
data?
• DVSA has indicated the data to be
utilised is a snapshot of the trainer’s
performance in the last 12 months. This
will be problematic for ADIs currently, or
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NEWSLINK n OCTOBER 2021

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shortly, facing review given the highly
exceptional circumstances of the last 12
months (ie, during a pandemic and
multiple lockdowns, when few tests took
place).
In this respect, NASP has asked if this
a fair period of time across which to
judge trainer performance.
As many pupils have undoubtedly
been less prepared for tests within the
last 12 months (through no fault of ADIs
or pupils), and some ADIs have been
under pressure to take pupils to test
when they may not have ordinarily done
so, NASP would argue that evaluating
ADIs across the past 12 months’ data in
isolation would be unfair.
• With such a focus on test performance
as an indicator of ADI performance, is
DVSA in danger of encouraging the very
behaviour of training pupils to pass a test
(rather than training pupils to be able to
enjoy a lifetime of safe, independent
driving) that they maintain they are
focused on discouraging?
• How are trainers who rarely take
pupils to be monitored and managed
adequately if they generate little or no
test data?
•What happens to newly qualified
ADIs?
•We have serious concerns over the
levels of triggers that have been
produced and whether they are realistic.
DVSA has said that the average fault
trigger is an average of faults of all ADIs.
If this includes those that do not bring
learners to test, then it is unrealistically
low as an average.
DVSA has said the pass mark trigger is
55 per cent. NASP is concerned whether
this is achievable by ADIs working out of
test centres where the average pass rate
is 35 per cent.
• NASP has asked DVSA to explain in
detail to the industry how the above
parameters were arrived at.
• Is DVSA in danger of making it
difficult for some people to find an ADI,
particularly those from the SEN, slower
learners, older learner communities, for
example? If ADIs are focused on their
performance indicators, there is a risk
they will only take those to test who will
have the best impact on those
performance indicators?
• NASP does not support the nondisplay
of badges as a reason for DVSA
to call for an early Standards Check.
NASP is also concerned that recent
feedback from the industry on this issue
indicates trainers overwhelmingly feel
that DVSA is now blaming low pass rates
‘‘
Is the DVSA in danger of
encouraging ADIs to teach
pupils purely to pass their
L-test, rather than focusing on
training them to have a lifetime
of safe, independent driving
on ADIs. DVSA maintains that the new
focus on test performance (and using test
data as a metric to evaluate trainer
performance) will encourage trainers to
‘up their game’ and, in turn, improve
pupil performance.
However, NASP is concerned at both
the inference (deliberate or otherwise,
poor communications by the agency on
this matter have certainly left trainers
with this impression) that ADIs alone are
responsible for poor pass rates and the
renewed focus of the agency on pass
rates as a key performance indicator, as
this in particular seems at odds with the
principles promoted (by both the agency
and the industry) of preparing pupils for
a lifetime of safe driving – and not just
training them to pass a test.
Due to the remaining concerns the
industry has (and the many questions
still unanswered) on this change, NASP
continues to recommend that DVSA
delays the wholescale introduction of this
approach - and holds back establishing it
as the ‘norm’. This would at least signal
the agency recognises the issues already
identified, would allow more time for all
stakeholders to evaluate the potential for
further issues, and more importantly
allow the regulator, the industry and
Is the
DVSA
plan just
another
way of
keeping
an eye on
ADIs?
‘‘
individual trainers to properly prepare the
ground for such a crucial change – and
to make sure this change is for the better,
for all concerned.
NASP also contends that a ‘fix’ to
resolve current test resourcing issues
should not become a mainstay of
instructor regulation without proper
review and consultation.
Indeed, NASP would urge DVSA to
instead view this current ‘new’ approach
to prioritising Standards Checks as a
pilot for at least six months (rather than
establish it now as a done deal, and
standard operating process). This would
give some comfort that DVSA were
listening and taking the many issues and
concerns highlighted onboard.
It would also allow both the agency
and the industry to continue a productive
dialogue about what works (or doesn’t
work) about the approach and enable for
more consultative and considered
decision making on what could work
better in terms of developing trainer
performance, pupil performance and
improving road safety overall.
At the end of such a pilot, we would
then recommend DVSA shares the
results of such and allow the industry to
properly consult on its wholesale
introduction.
Only after such review and consultation
establish it as the norm for all trainer
performance management, including also
vocational and motorcycle trainers (who
do not fall into the scope of the current
changes).
ADIs: What’s your view?
Do you think MSA GB should back
linking post-test data to standards
checks, or does this feel like an intrusive
and unfair decision by DVSA? Let us
know, via editor@msagb.com
NEWSLINK n OCTOBER 2021
15

DVLA in the spotlight – again
More trouble at ’mill as MPs
question DVLA again
Colin Lilly
Editor, MSA GB Newslink
The saga of bad service at
the DVLA continues despite
the Government offering a
comprehensive rebuttal of
complaints.
In the August issue of Newslink I wrote
about the DVLA’s role in delays resulting
from the Covid-19 pandemic. The
agency has been hit by a string of
complaints this year, with criticism from
the public over a drop in service
standards amid a huge backlogs in
licence applications and enquiries, while
staff took industrial action over the way
the agency’s management had handled
their concerns during the Covid
pandemic.
As a result of the complaints, the
Transport Select Committee summoned
representatives from the PCS union and
Baroness Vere, Minister for Roads,
Buses and Places, Department for
Transport, and Julie Lennard, Chief
Executive DVLA, to appear before MPs
to answer a number of questions. During
this session the PCS representative
commented that “I have never
encountered, in 21 years, the level of
incompetence and mismanagement that
is on display at DVLA in Swansea.”
That wasn’t the only criticism either.
A petition to the Government was raised
about the DVLA’s performance, entitled
‘Inquiry into the DVLA’s performance
during the Covid-19 pandemic’.
The petition creator added “in my view
the DVLA are not-fit-for-purpose. An
inquiry needs to be held into their
performance during the pandemic. This
should lead to a more efficient
customer service, treatment of those
with medical issues and more.
“Delays such as a 6-month wait for a
medical restricted licence to be
reissued are completely unacceptable.”
The petition has attracted 11,099
signatures to date. The government
responds when 10,000 signatures have
been achieved. When 100,000
signatures have been achieved the
petition will be considered for debate in
Parliament.
The Government has now responded
as it is legally obliged to do, and its
response is as follows. As one might
guess, it does not accept any guilt or
blame, despite the MPs criticisms.
It states: The DVLA provides regular
updates on performance and progress to
Department for Transport ministers and
it has been fully scrutinised in two
Transport Select Committee evidence
sessions in 2021.
The DVLA has an incredibly strong
track record of outstanding public
service and has quickly adapted to
continue to provide essential public
services during the pandemic. Last year,
the DVLA issued 8.8m driving licences,
16.3m vehicle registration certificates
and made more than 500,000 medical
licensing decisions. The DVLA’s contact
centre answered more than seven
million queries including 4.8 million
calls, 1.5 million webchats and more
than 950,000 emails.
More than 90% of customer
interactions with the DVLA are carried
out online and these online services
have continued to work as normal
throughout the pandemic. Motorists who
transact online usually receive their
documents within a few days. Motorists
are strongly encouraged to use the
DVLA’s online services whenever
possible as this remains the easiest and
quickest way to access most of the
DVLA’s services.
However, not everyone wants or is
able to use online services and the
DVLA receives around 60,000 items of
mail every day which must be opened
manually by DVLA staff working on site.
Unfortunately, delays have been
caused in processing paper applications
due to the DVLA having had fewer staff
on site to ensure social distancing in line
with Welsh Government requirements,
industrial action by the Public and
Commercial Services (PCS) union and a
significantly increased demand for its
services.
The DVLA has helped to keep drivers
on the road throughout the pandemic by
issuing one-year licences to lorry and
bus drivers aged 45 and over without
them having to submit the usual medical
report if the driver has been unable to
get an appointment with their doctor to
conduct a medical examination.
Also, all driving licences expiring
between 1 February and 31 December
16
NEWSLINK n OCTOBER 2021

For all the latest news, see www.msagb.com
were automatically renewed for 11
months. The DVLA has also launched
ten new online services to make things
easier for customers, including online
tachograph applications and change of
address and duplicate V5C (logbook)
services.
From 6 April to 31 August the PCS
union held a series of strikes at the
DVLA. The cumulative impact of
industrial action and having had fewer
staff on site to ensure social distancing in
line with Welsh Government
requirements has meant that the time
taken to process paper applications has
increased. PCS specifically targeted the
drivers’ medical section for a month-long
strike in August.
The driver’s medical area has also
been affected by the massive pressure
the pandemic has placed on the NHS. It
is a legal requirement for drivers to notify
the DVLA of the onset or worsening of
any health condition that may affect their
fitness to drive. Following a notification,
the DVLA must assess a driver’s fitness
to drive which can often involve seeking
further information from a GP or other
health professional involved in the
driver’s care. However, guidance from
‘‘
The response from government
is nothing if not predictable...
the Petitions Committee felt
that the response did not
directly address the request of
the petition and have asked for
a revised response
‘‘
the British Medical Association at the
start of the pandemic advised GP
practices to deprioritise non-essential
work. This has only very recently been
updated to say previously deprioritised
work may need to be reviewed, including
DVLA medical checks which help
maintain people’s wellbeing and
livelihoods.
The DVLA has put in place a range of
mitigating measures to reduce the
backlog of paper transactions, including
the introduction of additional online
services at pace in response to the
pandemic, which has helped to reduce
the number of postal applications
received and processed manually by
DVLA staff. DVLA staff are working
evenings and at weekends and additional
staff have been recruited to tackle the
backlogs. The DVLA is also securing
additional office space to provide surge
capacity for medical applications, as well
as to provide resilience and business
continuity going forward. [ends]
This response is nothing if not predictable,
writes Colin Lilly. All petitions and
responses are reviewed by the Petitions
Committee, a committee made up of 11
MPs from government and opposition
parties. They are independent of the
government and can press the government
for action and to gather evidence.
The Petitions Committee have
considered the government’s response to
this petition and felt that the response
did not directly address the request of
petition and have therefore written back
to the Government to ask them to
provide a revised response.
So, the saga continues. We will update
you when the modified response is
published.
NEWSLINK n OCTOBER 2021
17

Product review
James’ new films are breath of fresh air
to blow away stuffy L-test training aids
TV presenter James May has added a
new option to his popular learner driver
training app, My Theory Test by James
May, with a no-nonsense fun video
called ‘How Not to Fail Your Practical
Driving Test’. It’s an extra item that can
be purchased from within the My Theory
Test app for just £2.99.
Rated 4.9 stars out of five of over
6,500 ratings, My Theory Test by James
May is currently the highest-rated driver
training app in the UK.
The new video, based on based around
the official DVSA ‘Top 10 reasons for
failing the driving test’ that was released
earlier this year, has James stood in front
of a wonderfully retro diorama board
showing a street layout, with model cars
used to highlight different driving
scenarios as he runs though the major
pitfalls that result in L-test failure.
Sounds old-fashioned? It’s meant to
be. As James told Newslink, it’s a perfect
antidote to the hi-tech imagery and
visuals DVSA uses on the theory test.
“The DVSA’s HPT clips are impressive
to look at, but they suggest that driving is
a hugely dangerous pastime in which
you can have your life taken away at any
second,” he said. “While you can never
over-state that there are dangers when
you’re driving, and you have to be paying
attention all the time, it’s all too
intimidating and scary. What’s wrong
with suggesting that driving can be fun?”
he asked. “It’s a great thing to do.”
“The hi-tech approach is slightly
flawed because it builds up the fear
factor too much among learners. What
we do on the video is show how not to
fail your L-test in short, practical sessions
using the cars, the diorama board and a
bit of chat. The points I make are really
clear and based around life skills that we
all already know.”
Overall, to James, success in the L-test
is about “being patient and staying calm.”
“Candidates have got the skills; it’s just
about transferring them to the test day.”
How Not to Fail Your Practical Driving
Test breaks the tests itself down into 12
easily digestible films, each around 4-6
minutes long. Each one covers a particular
part of driving – steering, road positioning,
observation, handling, etc – and highlights
the most common mistakes that
candidates make, resulting in a test fail.
18
James is at pains to stress that he is
not teaching people how to drive. “That’s
the ADIs’ job. What I’m trying to do is
highlight where things tend to go wrong
on the test itself in a practical, common
sense way.”
The narrative is interspersed with May’s
trademark sardonic wit. “Trying not to kill
orphans” is pointed out as a goal to not
failing the test – examiners “tend to frown
upon that” – and his advice that “it’s only
driving… billions do it every day. Just keep
calm and relax” might sound blindingly
obvious but carries a lot of weight.
In many ways May is carrying forward
the personality we all know from Top
Gear and The Grand Tour, that of the
nation’s avuncular driving uncle, steeped
in wisdom but determined not to talk
down to young people. He’s stripped
away the pomposity that often comes
along with driving training aids and
pulled together an hour of straight-talking
common sense that makes taking the
L-test feel less daunting.
It’s as far from hi-tech as you will get,
but there’s something timeless and
charming about watching James push
model cars around the diorama as he
James
May
pictured in
stills from
the videos,
with his
model cars
and
diorama
street
scene
demonstrates the right way to pull off
from the side of the road or handle a
junction. The advice he gives and the
way it comes across is relatable and
makes light of the fears many candidates
have about the test.
I guinea-pigged it on my 20-year-old
daughter, currently going through her
own learning to drive journey. She sat
through each film, giggling often, but
– crucially - picking up several key
snippets of advice along the way. In
particular, she says she now drives like a
COW: keeping Calm, Observing all the
time and being prepared to Wait.
There are good reminders about technical
points, particularly on moving off, road
positioning, reading the road and handling
junctions, but the main thrust is on
staying calm, remaining patient and not
bowing to the pressure of the situation.
This is the kind of training aid every
candidate should watch a few times in
the run-up to their L-test itself: some
sage-like advice from a chap who’s not
taking himself too seriously.
For those learners on their way to the
theory test with James’ app, it’s a really
worthwhile addition at just £2.99. If it
does nothing else, it will remind
candidates that their examiner is human
and just wants to see that you can drive
in a way that keeps you safe – and is
probably called Gary.
• My Theory Test by James May and the
in-app video How Not to Fail Your
Practical Driving Test can be purchased
from all your usual online app stores.
ADIs: to find out more about the app
(and receive a free copy), go to
https://www.jamesmaytheorytest.com/
driving-instructors/
• James May talks to Newslink: see pg 20
NEWSLINK n OCTOBER 2021

Click here for more details

In conversation with... James May
Calm and happy candidates will ace
the practical driving test
TV presenter James May talks
to Newslink’s Rob Beswick
about his driver training app My
Theory Test by James May and
its latest addition, How Not to
Fail Your Practical Driving Test
How has the theory test app been
received?
Really well. The great news is that
overall, about 98 per cent of users
describe it as being clear and easy to
use, which is brilliant news. When you
are designing something like this it’s
really hard to be dispassionate about it.
Because we know the topic we think
automatically that what we are saying is
clear and easy to follow, but you’re never
sure, so having confirmation from
learners has been really positive. It’s also
great that we’ve had an overall rating of
4.9/5 off nearly 6,500 reviews
You’ve said previously that you think the
government should grant an extension
to theory test pass certificates, as many
learners are struggling to find an
instructor or book a test and their theory
test passes may expire. Do you still
think that should be the case?
Absolutely. The current situation just
isn’t fair. It’s not the learners’ fault that
there are very few tests available, or that
they can’t find an ADI as they are all so
busy. They have been able to extend the
certificates in Northern Ireland, which
runs a system on very similar lines to the
rest of the UK, so why not here too?
Come on, give these young people a
break!
Your guide to Not Failing Your Practical
Driving Test is low tech. Was that a
deliberate ploy to get away from the
hi-tech visuals the DVSA uses on the
theory test?
Yes. Teaching aids for driving tend
to be a bit formal and stuffy. I think
the problem we have is that
we’ve made learning to drive
seem very intimidating when it
shouldn’t be seen like that at
all, it should be fun. It’s a happy
thing to do and will give you
great pleasure. I thought learning to drive
20
was one of the best things I’d done when
I was young. Too often we make the
teaching of it a bit dull and I was trying
to break away from that.
Driving, to me, is 95 per cent about
common sense and common courtesy.
The way the DVSA theory test clips are
used, it just seems so intense, frightening
really. If we can get candidates to just go
out there and enjoy themselves, staying
calm and patient, they’ll do far better.
Are you surprised the L-test pass rate is
so low, at around 45 per cent?
Yes, I am. You can never pass
everyone on a test as it would become
meaningless, but having fewer than half
pass suggests there is either something
wrong with the L-test itself or it is just so
intimidating for people taking it that they
panic and lose concentration. People get
traumatised by the whole experience.
Perhaps it seems too important that
they pass and they can’t cope with the
pressure, or that they think they are
taking on too much responsibility.
A lot of the reasons the DVSA gives for
test failures are based around
observation-related issues, rather than
the technical side of
driving. Do you think
that suggests young
people lose
concentration and
are too easily
distracted, or
that they
don’t have a
good enough
attention
span?
No, I don’t like that narrative. People
have always criticised young people’s
ability to focus and concentrate. When I
was young I was told I didn’t have the
attention span of my parents, and I’m
sure they were told the same when
compared to theirs. Yet when I meet
young people I tend to find that most are
alert, focused and really savvy.
I think the problem with the L-test is
no one likes being tested or having too
much personal scrutiny put upon them,
and you probably never do anything that
puts you under the spotlight as much as
the L-test does. We build it up into this
frightening experience… it’s no wonder
people fail when they get into a lather.
We’ve got to get candidates to relax more
and stay calm.
What more can ADIs do to help improve
their pupils’ performance?
Wear brightly-coloured jumpers!
Seriously, lighten up a bit. ADIs tend to
come across as being a little square.
The ones I’ve met producing the theory
test app were a really nice bunch of
people who are clearly focused on the
job of driver training and are sympathetic
to their pupils, but perhaps they could
do more to help their pupils relax a little.
It’s a serious subject but just lighten
up!
Finally, how well do you think Messsers
Clarkson and Hammond would do on
the L-test, and do you think they
would stay COW (Calm, Observe,
Wait)?
No. Let’s face it, Hammond doesn’t
stay calm over anything, Clarkson is
never patient and neither of them wait
for anyone!
You know, we’ve said loads of
times over the years we should
all take our driving test on
the show again and see
how we’d get on, but
we’ve never dared.
We’re too scared
we’ll fail!
Find out more at
https://www.jamesmay
theorytest.com
NEWSLINK n OCTOBER 2021

Special feature: Vehicle lights
Daytime Running Lights have been a feature of cars for over a decade, but a general poor
understanding of their role has left some drivers in the dark. Tom Harrington explains why their
role in illuminating drivers is critical – and the factors that lead to trouble when wrongly used
DRLs and the importance
of visibility and conspicuity
The golden rules of lighting up your car
are to see and be seen. In accordance
with EC Directive 2008/89/EC,
dedicated Daytime Running Lights (DRL)
were required on all new passenger cars
and small vans from February 2011
onwards, and on all other new types of
road vehicles (including trucks and buses
but excluding motorcycles and
agricultural tractors) from August 2012.
Daytime Running Lights automatically
activate when the engine is switched on.
They are a fantastic asset to road safety
and reduce the likelihood of a side or
head-on collisions during the day.
However, just as the darkness creeps
in unnoticed so too has an over-reliance
on modern technology and the fear is
that too many rely solely on DRLs when
darkness falls during the winter months.
For a time, several US states banned
the use of these lights entirely. In the
1990s, General Motors pushed to
include DRLs on all vehicles in the US.
This was met with resistance, but
eventually government regulations
allowed their use, and their popularity
has increased ever since.
But judging from recent press
announcements, a growing number of
motorists are mistaking their DRLs for
dipped headlights. Now, no one is doing
this intentionally. It’s an honest mistake
as drivers start out in the daytime and
fail to recognise the fading light. But
unfortunately it poses a severe road
safety risk. DRLs don’t produce enough
light to illuminate the road in darkness.
Some manufacturers choose to pair front
daytime running lights with rear ones
too, but it is not compulsory. This means
there may be some motorists driving
around at night in the mistaken belief
that just because they have lights which
switch on automatically at the front; they
are also on at the rear. So, driving with
DRLs at night not only seriously
diminishes your view of the road, your
visibility to others is minimal and you
could run the risk of being rear ended.
Therefore, if you have dedicated DRLs on
your vehicle, make sure to switch to your
headlights during ‘lighting up’ hours –
legally defined as ‘the period
commencing one half-hour after sunset
on any day and expiring one half-hour
before sunrise on the next day’.
Visibility, Detection and DRL
Why is the issue of DRLs so
important? It all comes down to our
ability to see clearly, levels of visibility
and perception.
‘Visual perception’ is a concept which
refers to all perceptual processes and
results imaginable. As a result of its
generalised nature, the literature often
distinguishes between the various
aspects of perception. Concepts such as
detection, conspicuity and visibility are
often mentioned in the perception
literature. For the purposes of
clarification, therefore, some of these
concepts will now briefly be discussed.
The concepts of visibility and
detectability are often interchanged.
Visibility can be defined as a 50%
probability of detection (threshold
of visibility). If an object becomes more
visible it is generally implied that its
detection improves in one way or
another, so that the probability
of detection becomes increasingly
greater; this implies that, in general, an
object can be detected at a greater
distance, or that observers need less
time to decide whether or not an object
is present (reaction time).
Visibility is subject to a human
assessment component, as there is no
equipment that can directly measure
visibility: human intervention is always
necessary to determine this parameter.
Often, such factors are studied with the
22
NEWSLINK n OCTOBER 2021

For all the latest news, see www.msagb.com
aid of detection experiments.
One important factor that determines
whether an object is detected is the
contrast between object and background.
Although contrast is related to visibility, it
is not the same thing. Di Laura offers a
simple example of this phenomenon.
Take an object that contrasts 50% with
the background on a large stage in a
theatre and illuminate it with a pocket
flashlight: it will hardly be visible. That
same object, lit by a large floodlight
measuring 10,000 times the luminous
intensity of the flashlight - the contrast
remains the same, but the visibility
differs markedly. Both luminance and
contrast are important for visibility.
Another factor is the size of objects;
large objects are more visible than small
ones. The degree to which the visual
system is sensitive to contrast is
therefore not the same under all
circumstances.
Blackwell (1946; 1968) has probably
conducted the most extensive research
into the sensitivity of the visual system.
The lower the luminance level, the
greater the contrast between an object
and its background should be in order to
ensure the same probability of detection.
But given a particular luminance, the
detectability of an object will improve if
the contrast with the background is
enhanced or if the object is larger, for
example.
Visibility and Conspicuity
Sometimes, visibility means more than
simply detecting something. One can
detect something among other elements;
in that case, one can speak of
conspicuity. Conspicuity implies that a
particular object must compete with
other objects in order to attract attention
while visibility implies the detection of
the presence of a particular object
against an empty background.
Visibility does not necessarily imply
conspicuity; a particular object may also
be visible between similar objects (i.e. be
detectable), but may not necessarily be
conspicuous. There are many definitions
that describe the term conspicuity.
Wertheim (1986) and Theeuwes (1989)
have offered an overview. The measurement
and definition of conspicuity is performed
in so many different ways that it is in fact
impossible to speak of the conspicuity of
an object. However, all definitions of
conspicuity do share a reference to
attention: a conspicuous object draws
attention to itself. All definitions also
state that external, physical factors
determine the conspicuity of an object.
According to Engel, visual conspicuity is
defined as the object factor, or more
precisely, as the set of object factors
(physical properties) determining the
probability that a visible object will be
noticed against its background.
Eccentricity, ie, the angle between the
object and the direction of view, is an
important factor in conspicuity. The
contrast between object and background
and the complexity of that background is
also important. Nevertheless, factors
other than external ones can influence
conspicuity. Engel makes a specific
distinction between visual conspicuity
(bottom-up) and cognitive conspicuity
(top-down). In more or less the same
manner, Hughes & Cole have pointed out
that conspicuity cannot only be regarded
as characteristic of an object, precisely
because it has to do with attracting
attention. Whether an object will attract
the attention of an observer is largely
determined by that observer. Hughes &
Cole (1984) therefore distinguish
between two types of conspicuity:
attention conspicuity and search
conspicuity. The first type refers to the
possibility that an object will attract the
attention of an observer who is not
specifically looking for such an object.
The second type, search conspicuity, is
defined as the characteristics of an object
that allow it to be easily and quickly
localised if the observer is looking for it.
Hughes & Cole summarise a number of
factors that also determine whether an
object will be conspicuous or not. These
include physical properties of the object
and its background; the information that
is supplied, including information
concerning the unusual or unexpected
nature of the object; the observer’s need
for information (is the observer looking
for particular object? etc); the perceptual
strategy of the observer (road user),
which is also determined by the
information in his environment and his
need for information.
Continued on page 24
NEWSLINK n OCTOBER 2021
23

Special feature: Vehicle lights
Continued from page 23
Detection, Conspicuity and DRL
Generally, the greater the contrast
between the vehicle and its background
the greater the probability it will be
detected. For light coloured cars, the
contrast is generally greater than for dark
coloured cars. But the contrast of a light
coloured car against the background
does not alter if the ambient illumination
changes. Because the visual systems’
sensitivity to contrast diminishes with
decreasing illuminance, the probability of
detection will grow smaller as the
ambient illumination drops. Even on
sunny days, the ambient illumination can
vary considerably. The driver is not only
confronted by a diversity of background
luminances caused by the background
itself, but also by more marked changes
as the background alternates between
shade and full sun. As a result, a vehicle
that should be clearly visible in direct
sunlight becomes relatively difficult to
see in dark shade.
The luminance of a light source, on the
other hand, is constant - if the source is
bright enough, its luminance will be
greater than that of unlit objects in the
surroundings.
As the ambient illumination decreases,
the contrast between the light source and
its background will actually increase.
Therefore, if a vehicle cannot be properly
detected for one reason or another, it is
always advantageous for that vehicle to
use lighting. This is particularly true
during twilight, poor weather conditions
and when the sun is very low on the
horizon, eg, sunrise and sunset. Even on
very sunny days, a car without lighting
can easily disappear into the
background, for instance, in the shade of
buildings or trees. The use of lighting can
ensure that – thanks to the heightened
contrast – a vehicle can still be easily
detected under such conditions.
Recognition, identification and
the role of expectations
The most elementary form of
perception is detecting whether
something is there. It becomes more
complicated when someone must also
indicate the category of object that
something belongs to: the recognition or
identification of objects. The terms
‘recognition’ and ‘identification’ are often
interchanged, and imply that an object is
given the right label by an observer (this
is a car). Some authors have noted that
with recognition, one is only stating that
the object concerned has been seen
before, while identification implies more
than that: the recognised object is
identified as belonging to a particular
category, eg, a car. In recognition and
identification, experience and memory
play a role. It is essential that road users
see relevant objects (in this case
implying detection). But the detection of
something is generally insufficient to
allow adequate decisions with regard to
behaviour in traffic.
This is why it is important that the
correct interpretation is given to that
which has been detected; the correct
meaning or identification must be
associated with the visual impression.
An event or action can be generated by
the surroundings, or by the observer who
is looking for a particular part of the
surroundings, or else by an interaction
between these two processes. The
distinction between the processing and
perception of physical characteristics and
the observer’s influence on this process of
perception is also indicated by the terms
for bottom-up versus top-down processes.
Various researchers have shown that
the observer himself exerts significant
influence on whether a particular object
is noticed. An observer, who expects to
encounter objects with certain physical
characteristics, will more readily see
them than when he does not expect
them. Hills emphasises the role of
expectations in traffic: Another important
factor affecting a driver’s detection and
perception of a potential hazard is his
perceptual set or his expectancies. These
are formed both from long-term experience
and by the short-term experience of the
previous few minutes driving. These can
profoundly affect the driver’s
interpretation of various visual features
and signals in a scene and also the
various visual judgments he has to make.
Conclusion
Daytime Running Lights are a relatively
new feature on most cars. Unlike
headlights, DRLs are fairly dim and don’t
illuminate the road ahead. Their purpose
is to increase the visibility of your car, so
that other drivers can see you on the
road. At night, your headlights and tail
lights are illuminated, which means that
it’s easy for other drivers to spot you.
However, during the day, most drivers
turn their lights off and it’s not as easy to
spot other vehicles quickly.
However, DRLs’ popularity and
usefulness has been debated for decades.
They are most popular in countries
further north, where there is less light
(especially in winter). It makes sense,
then, that countries such as Sweden,
Norway, Iceland, Denmark and Canada
were among the first to require DRLs on
all vehicles. In these countries, multiple
studies showed that the addition of DRLs
does reduce accidents. In other
countries, however, DRLs are not as
popular, particularly the USA. There were
similar mixed reactions in the UK.
From 2011, all new vehicles have
been required to have daytime running
lights. Although daytime running
lights are intended to make the road
safer for all drivers and pedestrians, there
are many critics who argue that they do
the opposite. The biggest concern for
many drivers is the brightness of DRLs.
Even though brightness regulations are
put in place by each country, some
groups have argued that these standards
are too high, and that some DRLs are
allowed to be as bright as headlights,
which can potentially blind other drivers.
In theory, DRLs should be dim in
comparison to your headlights, but this
isn’t always the case.
Additionally, DRLs on larger vehicles
are more likely to be placed higher up,
meaning that they could shine directly
into the eyes of other drivers. Another
argument commonly made is to do with
geographical location. A lot of DRL critics
live in the US or the UK, and they think
that they’re less necessary in countries
further north. In the US/UK, there’s more
sunlight in the day, which obviously
makes DRLs less useful.
Considering the potential safety
hazards caused by daytime running
lights, certain groups have lobbied to ban
them. In reality, there is some truth in
the idea that DRLs aren’t needed in
certain locations. Some studies have
shown that daytime running lights are
three times more effective at reducing
accidents in Nordic countries than in the
US, for example.
Still, there is no evidence to suggest
that daytime running lights are harmful
in any way.
24
NEWSLINK n OCTOBER 2021

For all the latest news, see www.msagb.com
The turkeys didn’t vote for Christmas in
DVSA’s unscientific poll on B+E testing
Rod Came
MSA GB South East
The DVSA put out a public consultation
document during the summer relating to
the changes it was proposing to enable
prospective HGV drivers to acquire a
driving licence.
Included was the suggestion that
category B (car) licence holders should,
without any formal training or a driving
test, be able to tow a 3,500kg trailer. I
want to concentrate on that aspect in
this article.
DVSA states that over 9,500
responses to the consultation were
received and that of those, 4,618 were
from professionals involved in the
industry and 4,472 were from members
of the public.
On the vexatious question relating to
trailer towing, 6,148 agreed that the
proposed changes were a good idea,
while 3,139 disagreed.
I have to make some assumptions at
this point, these being that each
response carries the same weight and
that people involved in the industry have
some idea regarding the ramifications of
the suggestion, while those responders
listed as ‘Public’ have less, but possibly
have a personal interest.
Had the following question been asked
I wonder if the balance of responses
would have shifted to the point where
disagreement would have been
overwhelming.
A Land Rover Discovery has a
Maximum Authorised Mass of about
3,200kgs. Under the proposed new
rules a driver with a car licence will be
able to tow a 3,500kg trailer giving a
train weight of 6.7 tonnes as opposed to
4,250 tonnes at present. There will be
no requirement for the driver to
undertake any training or a test before
doing so. Do you think this is safe?
When electric vans are introduced,
they will be able to be driven by category
B drivers up to an MAM of 4,250kgs. If
the vehicles are able to tow trailers up to
an MAM of 3,500kgs the train weight
then becomes 7.75 tonnes. How can
that be safe when the 17-year-old driver
passed their car driving test in a Ford
‘‘
In the run up to the B+E test
cut-off date some candidates
failed because they were
deemed as being unsafe to
drive solo with a heavy trailer...
did they suddenly become safe
overnight because of a change
in the rules?
‘‘
Fiesta only last week?
Who from DVSA is going to explain the
logic to a coroner after a fatal crash?
I am sure that if the consultation
included a question as to whether learner
drivers, having had X number of lessons
with an ADI, should qualify for a driving
licence without taking a test there would
be many respondents who would have
agreed, the number being swelled by
those currently taking driving lessons.
That situation would be just about as
farcical as this one.
It is also likely that the figure of 6,148
was increased by those who thought ‘Oh
goody, I won’t have to take a test after
all’. As I have said before, DVSA makes
decisions from statistics built on sand.
Another aspect is that, in the run-up to
the B+E test cut-off date of September
20, perhaps on September 19, some
candidates will have failed their test by
committing several minor errors or one
serious error, consequently proving they
were not able to drive solo with a heavier
trailer because they were officially
considered to be a danger to the public.
What happened overnight to
miraculously make them safe drivers
while towing? Did they suddenly become
safe because of a change of the rules?
Allowing B+E trainers to certify their
clients as being of test standard would
be far preferable to this ridiculous
decision, but that would have meant that
trainers were then recognised as being
equivalent to examiners and we can’t
have that can we?
Safe Driving for Life (or lives) only
matters sometimes.
CONTACT
To comment on this article, or provide
updates from your area, contact
Rod at camedt@onetel.com
NEWSLINK n OCTOBER 2021
25

Feature: Changes to the L-test
The L-test has always been
subject to change
Mike Yeomans
MSA GB North East
A driving test crica 1935. It’s difficult to ascertain whether the
lady in view is an interested by-stander, an examiner or perhaps
the candidate waiting for the driver to let her behind the wheel.
One hopes, however, that the driver’s observation skills meant
he spotted her before he moved much further forward!
In 1997 a new test category was created
for a car with large trailer, (B+E)
For many years now we ADIs have
been critical of the fact you can teach
trailer and car (B+E) without being an
ADI, getting paid and running a business.
Of course, this is still true, but the
desire to take a test to be able to pull a
trailer has only ever been a necessity
because there was a test to take.
As you will have read elsewhere in this
issue, the DVSA’s plan is that there will
no longer be a B+E test to take.
So you could argue that ADIs have
won a small battle and that non-ADIs
have lost a business, but then, so have
those many ADIs who took the time and
money to get qualified, were professional
and created a B+E training business to
meet the test demands.
The only positive for them is that, as
an ADI, they are still qualified to teach
and currently there is plenty of work
around to satisfy our needs, so hopefully
they can pick up ‘standard’ learner pupils
to teach.
Despite this positive, however, I
thought it was very cruel when I read on
social media people saying “all these
B+E trainers and business have only lost
the cost of a trailer, they can still teach,
what’s their beef?”
The biggest issue for any business or
redundancy is to be notified only a week
or so before the collapse of a business,
and this was the case with the DVSA for
so many of the trailer trainers.
I hope by the time this article is read
some compensation has been fought for
and won, to assist those whose work has
been lost so quickly.
While I was checking up on when the
B+E test first arrived I became interested
in the history of the test and the myriad
changes that we’ve seen to it over the
years. An article some time ago on the
history of the Highway Code, published
on the www.gov.uk website intrigued me
and highlighted just how many changes
there have been. Were there any
similarities or lessons to be learned from
history to guide us through these current
tumultuous times?
I have removed some of the changes
that were road safety but not part of the
driving test changes.
The reason for publishing this history,
which I’m sure has been produced in
Newslink before, is I was struck by the
similarity with current events. Where you
read ‘suspended for the duration of World
War 2’ you can now read ‘suspended due
to Covid-19’... you will also read that
‘examiners were redeployed to traffic
duties and supervision of fuel rationing’
– perhaps this can be compared with the
modern day equivalent, ‘furloughed /
redeployed or shielding’.
What the history does tell you is that
some stories never change: there were
always people waiting for L-tests, the
pass rates were never great and new
tests were introduced or removed in an
almost ad hoc nature.
1930: Regulations introduced covering
endorsements and fitness declaration.
The Road Traffic Act 1930 introduces
licensing system for public service
vehicles (PSV). In the early days of
motoring, one licence covered both cars
and motorcycles use. Age restrictions
and a form of driving tests brought in for
disabled drivers. Full licences for
disabled drivers valid for 1 year.
1931: PSV drivers could be required to
take a test, at discretion of Traffic
Commissioners. The first edition of the
Highway Code was published including
advice for motorcycle riders.
1934: Licences for lorry drivers were
introduced on 16 February 1934 under
the Road Traffic Act, 1934 - the licensing
authority could require the applicant to
submit to a practical test of their ability.
1935: Voluntary testing was introduced
on 16 March 1935 by the Road Traffic
Act 1934. This was done to avoid a rush
of candidates when the test becomes
compulsory.
Mr R Beere was the first person to
pass the driving test, at a cost of 7s 6d
26
NEWSLINK n OCTOBER 2021

For all the latest news, see www.msagb.com
(37.5p). Compulsory testing was brought
in on 1 June 1935 for all drivers and
riders who started driving on or after 1
April 1934: around 246,000 candidates
applied for a test, and the pass rate was
63%. Between 9 and 16 half-hour tests
were conducted each day by 250
examiners.
Those passing the motorcycling test
did not need to take another test to drive
a car. The test was conducted by the
examiner positioning themselves at a
point where they could observe the
motorcyclist’s riding, such as beside a
common or in a city square.
In the case of sidecar outfits or
three-wheelers, the examiner might have
accompanied the rider.
Examiners were responsible for
handling the booking of driving tests.
They met candidates at pre-arranged
locations such as car parks or railway
stations because there were no test
centres. Anyone buying a driving licence
must put ‘L’ plates on the car and
eventually take a driving test to get their
full licence
1937: Provisional licences were brought
in for heavy goods vehicle (HGV) drivers.
1939-45: Driving tests were suspended
on 2 September 1939 for the duration of
World War 2. During the war, examiners
were redeployed to traffic duties and
supervision of fuel rationing.
HGV licences and tests were
suspended on 1 January 1940 because
of World War 2.
1946: Testing resumed on 1 November
1946 following the end of World War 2
the previous year.
1947: The Motor Vehicles (Driving
Licences) Regulations placed
motorcyclists in their own licence group,
but testing remained virtually unchanged
until the 1960s.
On 18 February 1947, a period of 1
year was granted for wartime provisional
licences to be converted into full licence
without passing the test.
1950: The pass rate for the driving test
was 50%.
1956: The test fee doubled from 10
shillings (50p) to £1 on 19 October
1956.
Testing was suspended from 24
November 1956 during the Suez Crisis.
Learners were allowed to drive
unaccompanied, and examiners helped
to administer petrol rations. Testing did
not resume until on 15 April 1957 after
the crisis had passed.
Provisional licences were no longer
stamped with ‘passed test’ from 15 July
1957.
The 3-year driving licence was
introduced on 1 September 1957 under
the Road Traffic Act 1956. The fee for a
replacement licence, if lost or defaced,
rises by 150% from 1 shilling (5p) to 2s
6d (12.5p).
1958: From 1 March 1958, provisional
licences are valid for 6 months.
1959: A new examiner training facility
was acquired at Stanmore training
school, near Heathrow. Until then,
examiners were trained ‘on the job’.
1961: From 1 July 1961, learner riders
were restricted to machines of no more
than 250cc capacity in order to deal with
the high number of motorcycling
fatalities.
1962: From 1 April 1962, people who
had held more than seven provisional
licences were required to take a driving
test. If they failed to do so, the licensing
authority could refuse a further
application for a licence.
1963: The Road Traffic Act 1962
permitted riders to ride motorcycles of
more than 250cc after passing their test.
New grouping systems were introduced
for driving tests and driving licences and
a distinction was made between the test
of competence and the test of fitness.
Mopeds were placed in their own vehicle
group for driving test purposes.
1964: A voluntary register of approved
driving instructors (ADIs) was set up
under the Road Traffic Act 1962. To
become an ADI, you had to pass
stringent written and practical tests.
1965: Centralised licensing system was
set up at the new Swansea Driver and
Vehicle Licensing Centre (DVLC), taking
over licence issue from County/Borough
councils.
The application form for a driving or
motorcycle licence was revised from 1
May 1965. The medical standard for
eyesight was changed. The distance from
which a driving test candidate must be
able read a number plate was changed to
67 feet for 3 1/8-inch-high characters.
• See years from 1965-present in
November’s Newslink
Top 10 driving
test facts
The car driving test was first taken
in 1935, meaning it is now 86...
not long before it gets a
congratulatory telegram from
Buckingham Palace! Here are some
of the top 10 driving test facts:
• Mr Beere was the first person to
pass the driving test in 1935: he
paid the grand total of 7s 6d
(37.5p) to take the test.
• There were no test centres in
1935 so you had to arrange to
meet the examiner somewhere like
a post office, train station or town
hall.
• The test was suspended for the
duration of World War 2 and didn’t
resume until 1 November 1946.
• In 1975, candidates no longer
had to demonstrate hand signals.
• The theory test was introduced
in 1996, replacing questions about
The Highway Code during the
practical test.
• Driving was much more
hazardous when the test was
introduced. In 1935 7,343 people
were killed on Great Britain’s roads
despite the fact that there were
only 2.4 million vehicles in use.
Nowadays there are over 30 million
vehicles on the road; our roads
death toll is around 1,800 a year
• Candidates could book their
theory test online for the first time
in December 2001.
• The driving test pass rate in
1935 was 63 per cent – compared
to arounf 46% now.
• 1969 saw the first driving test
set for an automatic vehicle.
• Since 1935 more than 50 million
tests have been taken.
NEWSLINK n OCTOBER 2021
27

Regional News
MSA GB Training events and AGMs 2021
Details for MSA GB’s annual series of autumn
training events, seminars and AGMs are rapidly
being finalised, with key information set out
here. Some will be face-to-face events while
others will be held via Zoom. Each event will
involve a mixture of CPD training advice to
improve you as an instructor and business
professional, detailed information on the latest
developments within the training and testing
sector, as well as suggestions for what to look
out for in the future. More speakers and details
will be announced in the coming weeks.
In addition each event will feature the area’s
Annual General Meeting, to elect
representatives to run the committee for the
next 12 months. Anyone who is a full member
of MSA GB can put their name forward for
election; simply advise your local chair of your
wish to be considered for a role.
We hope you can find time to join us at one of
these events; we’re sure you will come away
thinking your time has been well spent.
AGM details
Western
Date: Monday, November 8
Time: 9.30-4pm
Venue: Oake Manor Golf Club,
nr.Taunton, Somerset, TA4 1BA
The MSA GB Western Area Conference
will be held at Oake Manor Golf Club,
nr. Taunton, Somerset, TA4 1BA on
Monday, November 8.
Arrive from 9.30am, with tea/coffee
available, for a 10am start. Our first
speaker will be Darren Russel, ADI
Enforcement Manager - West Midlands,
South West & South Wales, who will
be giving a presentation on his work
with the DVSA, followed by questions
from the floor.
After a tea/coffee break we will hear
from Mike Newman from Speed of
Sight along with a colleague. This
should be a great presentation; I had
the pleasure of seeing Mike at an MSA
GB National Conference a few years
Scotland
Date: Sunday, November 21
Time: 9-4pm
Venue: Castlecary House Hotel, Glasgow
MSA Scotland’s Training Seminar/AGM will be held on
Sunday, November 21 at Castlecary House Hotel,
Castlecary Road, Castlecary, Glasgow G68 0HD. For
people travelling to Glasgow, it is very close to the M80.
The doors open at 9am, with the STS commencing at
ago and was enthralled.
The Western Area AGM will be held
at 12.30, to be conducted by MSA GB
National Chairman Peter Harvey MBE.
If Peter is unable to attend in person,
he will be appearing via Zoom.
After this we will break for a twocourse
buffet lunch. There is a meat
and vegetarian option; please let the
staff know on arrival your preference,
along with any allergies.
Following lunch Alan Hiscox of The
British Horse Society will deliver a
presentation entitled ‘Dead Slow.’
After a further refreshment break we
will hear an industry update by Peter
Harvey who will give us some clues as
to the future changes we can expect as
The Western event will hear a
presentation on horse/rider safety from
the British Horse Society
well as answer any questions you may
have. A packed day, and we’ll look to
wrap up around 4pm.
This will be an opportunity to meet,
mix and converse with other ADIs,
something we haven’t been able to do
for 20 months, see some excellent
speakers, and learn more about the
future of our industry. You will also be
issued with a CPD Certificate ... and all
for just £30!
Put the date in your diary now so you
don’t book any lessons or
tests for that day, and I
look forward to seeing
you there. Any queries,
please don’t hesitate to
get in touch.
Arthur Mynott, Chairman,
MSA GB Western Area,
chair.ow@msagb.com
9.30am. Speakers to include the DVSA’s CEO, Loveday
Ryder, and John Sheridan, Driver Training Policy
Manager, as well as Chief Inspector Mark Patterson,
Police Scotland. Peter Harvey MBE, National Chairman
will offer his thoughts on the latest news and
development from within our society, and will conduct
the AGM.
Cost is £40; to include lunch, refreshments and CPD
certificate. Book through the MSA GB head office.
Alex Buist, Chair Scotland, chair.os@msagb.com
28
NEWSLINK n OCTOBER 2021

For all the latest news, see www.msagb.com
CPD Training events and AGMs
NORTH EAST
Date: October 28 Time: 6.45pm to 9pm.
How: Online
Key speaker: John Sheridan, DVSA, and Peter Harvey
All members are welcome.
Contact Mike Yeomans to book your link via chair.ne@msagb.com
EAST MIDLANDS
Date: November 3 Time: from 7pm
How: Online
Key speakers: Russell Jones and Peter Harvey
Contact: Kate Fennelly to book your link via chair.em@msagb.com
GREATER LONDON
Date: November 7 Time: from 4pm
How: Online
Key speakers: Janet Stewart, Tom Kwok and Peter Harvey
Contact: Tom Kwok to book your link via chair.gl@msagb.com
WESTERN
November 8 Time: 9.30-4pm
How: All day in person event at Oake Manor Golf Club, nr Taunton,
Somerset TA4 1BA
Contact: Arthur Mynott to book your place via chair.ow@msagb.com
(see left for further details)
WEST MIDLANDS
November 10 Time: from 7pm
How: Online
Key speakers: John Sheridan (DVSA) and Peter Harvey
Contact: info@msagb.com to book your link
EASTERN
Date: November 14 Time: from 6.30pm
How: Online
Key speakers: Paul Harmes and Peter Harvey
Contact: Paul Harmes at chair.oe@msagb.com for a joining link
SOUTH EAST
Date: November 15 Time: from 7pm
How: Live in-person event at Bannatynes Hotel, Hastings, Sussex
Key Speakers: British Horse Society and Peter Harvey
Contact: Fenella Wheeler via chair.se@msagb.com for more details and to book
SCOTLAND
Date: November 21 Time: 9am-4pm
How: All-day in-person event, at Castlecary House Hotel, Castlecary
Cost: Members £35, non-members £40
Key speakers: Loveday Ryder, John Sheridan, Chief Inspector Mark Patterson
Call 01625 664501 or email chair.os@msagb.com to book your place
(see facing page for details)
Highway Code
changes focus on
M-way safety
A number of changes were introduced
to the Highway Code in September,
with the main focus being the safe use
of smart motorways.
A total of 33 existing rules were
amended and two new rules
introduced.
These include:
• clearer advice on where to stop in
an emergency
• the importance of not driving in a
lane closed by a Red X
• the use of variable speed limits to
manage congestion
• updated guidance on key factors
that contribute to safety-related
incidents, including unroadworthy
vehicles, tailgating and driving in
roadworks
Among the changes, the new advice
states that emergency areas and hard
shoulders on motorways are not to be
used for rest breaks in the event of
driver sleepiness. There is also
guidance on towing, including speed
limits and safety procedures.
Possibly the key details cover smart
motorways and Red X signs.
The new guidance states:
• the display of red flashing light
signals and a red ‘X’ on a sign identify
a closed lane in which people, stopped
vehicles and other hazards may be
present. Drivers should follow the
instructions on signs in advance of a
closed lane to move safely to an open
lane.
It also stresses that:
• there can be several hazards in a
closed lane
• blocking closed lanes may prevent
people from getting the help they need
and delay reopening of the lanes
• where a closed left lane crosses an
exit slip road, the exit cannot be used
• the road is closed when red
flashing light signals.
NORTH WEST
Date: November 22 Time: from 7pm
How: Online
Key Speakers: Graham Clayton and Peter Harvey
Contact: Graham Clayton via chair.nw@msagb.com to book your link
• Regional AGMs will take place in all areas during the event
NEWSLINK n OCTOBER 2021
29

Regional News
DVSA: Can they do more to help us?
Alex Brownlee
MSA GB Greater London
After a couple of months of silence in
Newslink from Greater London, I was
suddenly struck by a moment of
inspiration – hence this article.
I remember when examiners put pen
to paper on L-tests and I used to know
exactly where my pupil had gone wrong.
Like many ADIs I kept a record of this. If
different pupils had the same faults, then
I knew I had to work on what they were
doing wrong. It was a good way of
gauging how effective my teaching was.
Now, however, the test is marked on
an iPad and the results go straight to the
pupil’s email address, but the DVSA
doesn’t send the results to me. While
some pupils will forward this information
on not all do; some pupils don’t like their
ADI knowing their email address.
This has always been an annoyance
but now it takes on a different tone. In
future the DVSA will use test results as a
way of targeting standards checks and
will send you an alert if there is an area
of concern. The problem is I don’t know
why there is an issue, because I don’t get
the results from them or some of my
pupils. Why can’t the DVSA copy me into
the results as well?
Should we push for this to happen so
we know if we are teaching correctly?
I give my ADI number to my pupils
when they book their tests, to make sure
they don’t double book with one of my
other pupils. Remember that pupils don’t
know exactly how the system test
booking system works. So when they use
my ADI number and book a driving test
many think that I know exactly where
their test is and at what time. As we
know, that’s not correct; despite using
my ADI number, the DVSA doesn’t tell
me it has been used.
I have to tell pupils they are only using
my ADI number for the DVSA calendar
so I’m not double booked for a test.
Why doesn’t DVSA use my ADI
number to inform me when the pupil has
booked a test by showing when and
where the pupils booked it and at what
time – and then after the test, let me
know how they performed?
I hope they read this article so they
can implement what I’ve just said – it
would help us and the DVSA work better
together.
Working together on test slots
Everyone hates the words ‘Covid
delays’ but the DVSA hasn’t got an
option and the L-tests are not coming
through until March 2022.
To try to help out, I am setting up a
group of instructors so that if any of them
have got a driving test and their pupil is
not ready, but my pupil is, we will do a
swap.
This is helping the pupil out as well
because if we have got a pupil up to
standard who is waiting and still paying
for driving lessons, they’re saving money.
Some, because of the wait, stop
driving lessons until nearer the test date
they were originally given.
Anyone who agrees or disagrees with
me, please let me know.
CONTACT
To comment on this article, or provide
updates, contact Alex at
msaeditorgreaterlondon@gmail.com
Heads should roll at DVSA over B+E farce
Guy Annan
MSA GB Western
On September 10 it was announced that
all trailer testing would cease on
September 20. Trainers had little over a
week’s notice to tell you that you were
going to be out of work if trailer training
was your game, as it is for a lot of
people.
How can this be allowed to happen?
‘We need more examiners testing to to
get lorry drivers passed’ was the DVSA
battle cry, because there is a nationwide
shortage. Did they not have the foresight
to see this was going to happen when
Brexit happened?
Okay, so after all the bellyaching, how
do we come up with a solution? Why
should we; after all, it’s not our mess, it’s
theirs. However, unless we don’t give
them the answers they’ll bury their
heads in the sand and pretend that
there’s not a problem.
Why not encourage people to become
driving examiners, starting by paying
them a decent wage. £24K is hardly
going to attract many people. Pay more?
I hear you cry, how are we going to pay
for that? Now here’s the clever bit…
double the cost of the L-test so that you
get fewer time wasters – you know, the
ones trying to pass without proper tuition
but who have bagged themselves an
L-test using their clever little app but
who now realise they can’t find an
instructor to teach them.
It will also help convince those more
concientious pupils who would listen to
you more before committing themselves
to an L-test because of the higher cost.
The result would be fewer candidates
for test but more examienrs – leaving
capacity to do more testing in things like
lorries and trailers!
So we’ve just solved the waiting list
problem and the lorry driver problem in
one fell swoop.
Best of all, we’ve done it without
compromising road safety. “Drive safely
for life” is the DVSA slogan. Really? So
how does that fit in now that they are
going backwards and lowering the
standard when it comes to towing ?
An L-test pupil can pass their test in
something small, let’s say a Fiat 500, in
the morning and then quite legally in the
afternoon get into a Jaguar, hitch it up to
a huge caravan and have no idea about
the towing limits (because they’ve not
been taught) and drive off down the
motorway, or equally as bad down the
country lanes.
We’re going back to the old days but at
least then there weren’t so many cars on
the road then.
This is a disaster waiting to happen.
Extra reason to be be careful out there.
CONTACT
To comment on this article, or provide
updates, contact Guy at g.annan@
alphadrivingtaunton.com
30
NEWSLINK n OCTOBER 2021

For all the latest news, see www.msagb.com
New cycle lane network hits snags already
Terry Pearce
MSA GB West Midlands
They are building a cycle lane near me in
Coventry, as part of a package of
measures to improve the air quality in
the city by helping to remove traffic from
sections where Nitrogen Dioxide (NO 2
)
levels are at their greatest.
This is being funded from a government
grant specifically to deal with NO 2
. It will
be the first route in Coventry that will
eventually lead to a strategic cycle
network across the city.
I may sound sceptical, but the council
have had these so-called brilliant ideas
before, the last one being ‘bus lanes’
which were plastered all over the city.
Odd bus lanes still remain but the
location of the ones that failed can be
seen by the green coloured tarmac that
was left behind to slowly fade in time,
after the white lines had been burnt off!
The cycle lane is being built alongside
an existing wide road and problems have
occurred during construction. New kerb
stones which were designed to highlight
parking bays suddenly appeared in the
roadway without markings or warning
signs; these were being hit by
unsuspecting motorists, and one major
crash has already happened. The council
were forced to place road cones out to
highlight the kerb edge until they
eventually erected warning posts. The
The new cycle lanes,
with hastily erected
warning posts!
Artist’s
impression
of the new
cycle lane
pictures show how different the layout
certainly looks when compared with the
initial consultation information leaflets
that the neighbourhood were given (the
large photo above is the actual, the
smaller one insert is what residents
were told they could expect).
The cycle lane will have priority over
side roads that it crosses and its own
traffic signals at junctions and crossings.
I must state that I am all in favour of
them, as long as the users obey the rules
of the road. Considering the anti-cycle
lane comments made on social media
during its building, to justify their
thoughts that it is a waste of money,
every other pedestrian, public transport
user and motorist will be watching
cyclists’ behaviour very closely.
DATE FOR YOUR DIARY. Our AGM will
be held by Zoom on Wednesday, 10th
November. More details on page 29.
CONTACT
To comment on this article, or provide
updates from your area, contact
Terry at terry@terrypearce.co.uk
The world’s shortest stretch of road before a Give Way?
Photo courtesy of Eleanor Beswick
Talking of cycle lanes...
is this the shortest stretch of road
you have ever seen between an
entry point to a road and a Give
Way sign?
It is a car length – though larger
vehicles turning into the side road
from the main will have their
backside sticking out into the traffic
if they stop at the Give Way lines.
It’s a result of a new cycle path
built in Bramhall, Stockport which
has already caused the ire of many
local motorists, with one former ADI
saying it was likely to create
dangers for both traffic turning off
the main road and suddenly being
forced to stop, and cyclists using
the path. What’s your view?
NEWSLINK n OCTOBER 2021
31

News
DVLA survey finds drivers
blind to eyesight regulations
Fewer than half of motorists surveyed by
DVLA know they must be able to read a
number plate from 20 metres away in
order to drive safely.
The agency has found that just 48.5%
of drivers it surveyed were aware of this
essential eyesight requirement, and now
it is calling on drivers to ensure they
take the 20-metre number plate test and
meet the minimum eyesight standards
before getting behind the wheel.
The call to action is part of the
agency’s Number Plate Test campaign,
which aims to remind drivers that the
test is an easy way to regularly selfcheck
their eyesight. It also reminds
them they should have their eyes tested
at least every two years or as soon as
they notice any changes to their vision.
The number plate test is quick and
easy to take, and DVLA is offering
examples of how to measure the
20-metre distance, which it says is the
same as five car lengths, or the width of
eight parking bays.
The agency is urging anyone with
concerns about their eyesight to visit
their optician for an eye test.
Glaucoma UK said it supported the
DVLA’s vital call to drivers to check their
eyesight. Its head of support services,
Joanna Bradley, said: “Everyone should
have regular eye tests, at least every two
years, so that your optician can check
the health of your eyes. Many people
may have seen changes to their vision
over the past year and may have missed
a test due to the pandemic. We’d urge
anyone with concerns not to delay
getting tested as their vision could get
worse.
“We support the DVLA’s Number
Plate Test campaign and its crucial
safety message, and we hope this will
raise awareness of the importance of
regular testing among the public.”
More at https://www.gov.uk/drivingeyesight-rules
Delays hit opening of
theory test centres
Two of Scotland’s new theory test
centres have been hit by delays to their
opening.
The centres in Edinburgh and Stirling
were meant to open last month but will
now not be welcoming their first
candidates until later this month
(October). Reed in Partnership, which
is carrying out tests on behalf of DVSA
in Scotland, said the new venues were
not ready.
Candidates with tests booked for last
month in these sites should have
received a replacement slot at an
alternative centre. If your pupil cannot
make the new appointment offered to
them, they can choose a new date,
time and location by visiting:
www.gov.uk/change-theory-test.
They will need their booking
confirmation reference and driving
licence number to do this.
Trainer bookers will need to cancel
and re-book their candidates through
the trainer booker service and will be
emailed directly about this requirement.
End of road coming
for physical licences
Transport Secretary Grant Shapps has confirmed
plans to move provisional cards online, saying to
do so would be ‘fairer, greener & more efficient’
thanks to ‘exciting new post-EU freedoms’.
The DVLA is aiming to launch an app that will
also spell the end for paper test certificates and
bring MOTS into the modern age with digital
certificates and booking systems. In future,
drivers will carry their licence on their mobile
phone. If successful, full driving licences could
be digitalised too, although plastic licences will
still be available to those who require them.
The DVLA currently issues more than 10
million licences a year and holds records for
more than 49 million driving licence holders. It
confirmed in its Annual Report that 2024 was
the target date for digital provisional licences,
stating: ‘We will introduce a digital driving
licence for provisional drivers and also start to
build a customer account facility. This will
ultimately give our customers personalised, easy
and secure access to a range of services.’
However, it promised to ‘build services that are
digital by desire – with digital services that are
so good that people will choose to use them,
making their transactions faster, simpler and
with a lower carbon footprint.’
32
A reminder that motorists driving on the continent can no longer travel
under the old GB sticker. All UK-registered vehicles must now display a UK
sticker to be legal.
HMRC change to Making Tax Digital
HMRC has made an important change to
its guidance about Making Tax Digital
(MTD) for income tax. The new rules now
state:
‘Self-employed businesses and landlords
with annual business or property income
above £10,000 will need to follow the
rules for Making Tax Digital for Income Tax
from 6 April 2024.’
NEWSLINK n OCTOBER 2021

Geoff Little honoured at
IMTD annual awards
For all the latest news, see www.msagb.com
The Institite of Master Tutors of Driving
(IMTD) held its Annual General Meeting
last month, at which it presented a
number of awards to members.
The annual ceremony spotlights the
achievements of some of the country’s
leading driving instructors, but this year
there was also special recognition for
those whose efforts during the pandemic
had helped keep the profession informed
and on the road during some very
difficult times.
One particularly moving award saw
MSA GB’s own national deputy
chairman, Geoff Little, presented with
an award for his Exemplary Contribution
to the IMTD over many years.
The joint winners of the IMTD
Coronavirus Pandemic Award were the
National Associations Steering
Partnership (NASP), of which MSA GB
is a member, and Sue Duncan.
Other awards were as follows:
New Driver Initiative Award
Driving for Better Business
IMTD Leading Organisation Award
The TTC Group
Driver Trainer of the Year
Neil Wightman
Highly Commended: Rob Cooling
IMTD Training Industry Award
Tri Coaching Partnership
Highly Commended:
Airport Driving School (Kieran Hynes)
IMTD Coronavirus 19 Pandemic Award
Sue Duncan &
NASP
Highly Commended
Red Driving School
Chris Bensted
Richard Rawden
Chairman’s Recognition Award
Andrew Love
Lifetime Achievement Award
Barbara Trafford
Geoff Little receives his
award from the IMTD’s
Graham Feest
Neil Wightman
Sue Duncan
Andrew Love
Lynne Barrie with RED Driving
School’s CEO, Ian McIntosh,
accepting the pandemic response
award on behalf of NASP
The line-up of Highly Commended members,
flanked by Karl Satloka and Graham Feest
TTC Group
NEWSLINK n OCTOBER 2021
33

News
Former CDE
dies, aged 72
Robin Cummins OBE
Many members will be saddened to
hear of the death of former chief driving
examiner Robin Cummins. He was 72
and passed away after a long illness.
Robin had over 10 years at the top of
the DSA, as it was then known, and
throughout that time went out of his
way to engage with ADIs up and down
the country. He was a regular attendee
of the MSA GB national conference and
would often visit smaller area meetings
to ensure he could meet with
instructors to discuss key issues both
local and national.
Always polite and respectful, Robin
knew his job inside and out and was a
constant source of common sense. He
will be best remembered for introducing
parallel parking to the L-test – though
he often joked he would also be long
remembered because, on the DL25, it
states the parking manoeuvre was ‘R +
C’. It wasn’t a reference to Rob
Cummins, rather that it could be done
‘on the road or in a car park’.
While not every decision he made or
fronted met with the approval of the
MSA GB, he always took time out to
explain the DSA’s decision and listened
to alternative views.
Even more important, he was happy
to concede when reforms were judged
to be ill-thought out and would look to
improve them.
He was awarded an OBE for services
to driver training, testing and road
safety, and in 2005 he was one of five
non-members to receive an MSA GB
Platinum Anniversary Awards to mark
his outstanding contribution to the
driver training industry.
Following his retirement from the
DSA Robin worked for BSM as a road
safety consultant, and continued to
have an involvement with the
profession via his membership of the
MSA GB East Midlands committee.
Peter Harvey said he was saddened
by news of his passing: “Robin was
quite simply one of the finest CDEs we
have ever had and a real pleasure to
work with.
“He was big supporter of the MSA
GB, as can be evidenced by him joining
when he left the DSA.
“Our thoughts and most sincere
condolences go out to his family at this
sad time.”
MSA GB to exhibit at ADI conference
Members planning to attend the ADINJC
& Intelligent Instructor National
Conference & Expo ’21 on Sunday, 10th
October 2021 should make a point of
coming over to say hello to the team
from MSA GB who will be exhibiting.
The event is being held at the Heart of
England Conference & Events Centre,
Fillongley, nr. Coventry, and as with
similar events held before the pandemic,
will feature seminars, advice on
everything from tuition plans, business
growth and the standards check,
activities and various stalls selling
training and teaching aids.
You can still book a ticket via https://
events.intelligentinstructor.co.uk
New ways for learners to
stay savvy about cyclists
Peter Harvey mbe
National Chairman
MSA GB
Bikeability Trust’s new Cycle Savvy
Driving Scheme has been extended into
2022, and will still accept applications
from ADIs to take part well into next
year.
Members may recall that MSA GB
began to get involved with the scheme
back in May when we took part in a
joint Zoom meeting with its head of
development, Benjamin Smith.
The Cycle Savvy Driving study aims to
ensure the safety of cyclists is at the
forefront of the driving curriculum by
addressing the current paucity of cycle
awareness learning resources for ADIs
and learner drivers. Free online training
is available to allow ADIs to focus their
lessons around the needs and
experiences of cyclists, with the overall
aim of educating the enxt generation of
drivers to fully appreciate that they are
sharing the road with cyclists.
So far around 1,500 ADIs have
registered to take part, which is great
news. However, organisers are hoping to
have 4, 000 involved, and with many
ADIs currently swamped by new pupils
as they endeavour to catch up with
backlogs created by pandemic
lockdowns, it was decided to extend the
pilot scheme until the end of March
2022.
If you would like more information on
the Cycle Savvy Driving, the areas in
England it covers and how to register,
see https://www.cyclesavvydriving.
co.uk/
34
NEWSLINK n OCTOBER 2021

For all the latest news, see www.msagb.com
BOOK REVIEW
Insight to Drive – to create
better driving for life
One of our most long-serving and loyal
members has put pen to paper and
produced a fascinating guide to her life
as an ADI in her first book.
Kathy Higgins’ An Insight to Drive has
been written to address the old saying of
‘once you’ve passed your test, that’s
when you start to learn to drive’, as well
as challenge some of the other out-ofdate
beliefs and myths about passing the
practical driving test.
Higgins, an ADI who will be wellknown
to many MSA GB members,
wrote the book to not just help people to
pass their driving test and drive alone
with confidence, but to ignite a passion
for people to drive well for life. The pages
are full of advice and suggestions to
make the roads safer for all road users,
and to cut down needless deaths on UK
roads.
An Insight to Drive is a funny and
informative read, full of top tips when
looking for an instructor, how to find a
good instructor and how to spot if a pupil
is getting scammed by their driving
school.
The advice is delivered in Higgins’
typical warm but straight-forward style,
and true to her character she’s littered
the pages with lots of funny anecdotes
from her many years of being a driving
instructor and owner of her own driving
school.
An Insight to Drive isn’t just for people
passing their driving test. It is for pupils
and parents who are trying to find
the right driving instructor and for
driving instructors themselves.
There is also lots of advice and
information on how to remain confident
and take pride in being a good driver for
life after gaining a full driving licence.
On why she wrote An Insight to Drive,
Kathy said: “I wrote the book because
too many think all driving instructors are
the same, and those looking for lessons
would constantly try to find the cheapest
possible driving instructor, thinking all
that instructor would need to do is teach
them to pass their test.
“To me this is totally wrong. Mums and
dads will, for example, go to great
lengths to keep their children from harm,
yet many will scrimp on paying for driver
training for something that takes away so
many lives, including young ones, in a
very violent and sudden way. So that’s
the main reason why I wrote the book; I
want to put the record straight, to tell
readers, parents and future drivers not to
just go with a driving instructor because
they are cheap or friendly.
“But most of all I am here to help and
educate people on making an informed
choice, so they don’t just pass their
practical test, but they are better more
confident drivers for life.”
Higgins decided to write An Insight to
Drive when, while delivering a speed
awareness course in Knowsley,
somebody remarked to her that all
driving instructors are the same, and the
class agreed.
Knowing this simply isn’t the case
Higgins wanted to put the record
straight, not only to tell people that there
are some fantastic driving instructors, but
how to find them, what to ask them,
who to complain to if as a learner you
are not happy, and to switch instructors if
it’s necessary too.
Packed with stories and real-life
experiences from her decades as an
instructor, Higgins delivers lots of sound
advice for students and instructors alike.
As well as hilarious anecdotes and myth
busting she exposes scams made by
some driving instructors and how to spot
them if they are happening to you.
It’s a great read and will provide even
the most experienced ADI with
something to think about – and plenty to
laugh along with, too.
For more information, please visit:
https://insight2drive.co.uk/home/
an-insight-to-drive-buy-the-book/
An Insight to Drive by Kathy Higgins
Publisher: Book Bubble Press
ISBN: 9781912494064
Available from: Amazon
Pandemic sees big rise in anxious motorists
Research by the AA has found that
three-quarters of drivers suffered from
nerves behind the wheel during the
pandemic – and over 300,000 gave up
driving all together as a result.
Three in five of those who felt
increased anxiety levels said they did
nothing to address their anxious feelings
(67%). Seven per cent cut down on
driving and one per cent stopped driving
altogether.
Older drivers (65+) were the least
likely to have sought help (69%) and
nearly half of younger drivers said they
had done nothing about it (18-24s
48%).
Men were more likely than women to
not address their anxiety; 72% of men
compared to 59% of women said they
did nothing about it.
Drivers can lose their confidence for a
number of reasons. Crashes, nearmisses,
or just being out of practice can
develop into driving phobias if left
untreated.
Mental health charity Mind advises
people with phobias such as a fear of
driving should seek help from their GP
in the first instance, as they can advise
on treatment options which may include
talking therapies or medication.
Promisingly, some drivers had taken
steps to manage their nervousness. One
in ten (13%) had tried relaxation
techniques, 3% took a passenger with
them on their next drive, 6% had talked
to someone about their worries (such as
a friend) and 2% had sought
professional help.
One in five younger drivers said they
had tried relaxation techniques to help
them calm down (18-24s 23%).
A handful had also tried refresher
driving lessons, which aim to boost
confidence in experienced drivers by
addressing specific concerns or areas to
work on, such as handling motorway
driving.
NEWSLINK n OCTOBER 2021
35

Q & A with Janet Stewart
Former MSA GB Member
of the Year just loves the
ancient ways
Greater London member
Janet Stewart on the joys of
hill walking, ancient history
and how dog training can
give you a new perspective
on your pupils’ errors
When did you become an ADI, and
what made you enter the profession?
I became an ADI in 2004. I had been
working in the City for many years and it
was no longer fun. The corporate
hospitality and jollies were drying up and
I no longer enjoyed it.
I thought “I like driving. I’m sure I
could teach. How hard can it be?”
I now know, of course, that it is not
easy at all and there is far more to it than
getting a learner through the driving test!
What’s the best bit about the job?
The best bit about the job is that I see
a result and believe that, in my small
way, I can make a difference to
someone’s life. I particularly enjoy
presenting Drink/Drive courses, currently
on Zoom. In my previous work I just
moved money around.
And the worst?
The worst thing is trying to convince
parents that 10 hours is not enough
tuition to get little Johnny through his
driving test. These are usually the
parents who do not engage with the
process other than telling me what I
need to teach their son/daughter and, on
occasion, how I should do it.
I would put money on this not
happening nearly as often to male
instructors.
What’s the best piece of training advice
you were ever given?
Before I became an ADI I did some
dog training. The trainer told us that the
dog wanted to please us and if the dog
made a mistake it was the trainer’s fault
for not anticipating what the dog was
going to do wrong.
I have been given much good and
valuable advice over the years, but I have
thought of that dog trainer many times,
and trying to understand my part in my
pupils’ errors has stood me in good
stead.
What one piece of kit, other than your
car and phone, could you not do without?
I could not do without my three pairs
of walking boots and trek poles.
What needs fixing most urgently in
driving generally?
I don’t know what needs to be fixed
most urgently in driving. I suppose I
could say it’s the potholes but what I
would really like to see is a change in
attitudes. I had hoped that Covid might
provide an opportunity for fresh thinking,
along with more cycling and walking. I
attended several Webinars discussing
how we might take the initiative in
considering shared space and
environmentally better transport options.
Alas, it seems that people have reverted
to type very quickly after the lifting of
restrictions.
What should the DVSA focus on?
I think the DVSA missed a trick some
years ago by not making CPD
compulsory. Maybe it is not too late for
them to change their mind.
“I study ancient Greek and
Latin and am really interested
in ancient history. I visit as
many very old historical sites
as I can and clamber all over
them (Health and Safety is
unheard of in some places!)”
It has also struck me that with Covid
creating such long waiting lists for tests,
this might be the time to raise the age for
acquiring a provisional licence to 18. I
can’t see that ADIs would be concerned
about lack of learners because it seems
we nearly all have waiting lists.
Either that or Graduated Driving
Licences. I don’t see why a version of
Pass Plus should not be compulsory – to
be completed within six months of
passing the L test.
What’s the next big thing that’s going to
transform driver training/testing?
The next big thing for training and
testing has got to be electric vehicles
and, yes, I am hugely in favour. I
attended a ‘Train the Trainer’ day in
preparation for teaching in electric
vehicles and any remaining doubts I
might have had were removed.
How can we improve driver testing/
training in one move?
Better minds than mine have looked at
the question of testing and training.
ADI’s signing off on manoeuvres would
be a start.
Who/what inspires you, drives you on?
I am inspired and kept going by seeing
other people overcoming the odds and
doing extraordinary things.
36
NEWSLINK n OCTOBER 2021

For all the latest news, see www.msagb.com
‘‘
I started long distance walking
when my father bought me my
first pair of fell boots aged 12...
I am happiest on a mountain,
in a desert or by a river...
and I could not do without my
three pairs of walking boots
and trek poles...
‘‘
What keeps you awake at night?
Very little keeps me awake at night. I
am not a worrier.
No one is the finished article. What do
you do to keep on top of the game?
I try to keep up to date with what is
going on in the industry. I read all (or
nearly all) the stuff that comes through
online and do a lot of courses, seminars
and training days.
What’s the daftest /most dangerous
thing that’s ever happened to you while
teaching?
I have learnt that some learners will
do EXACTLY what I say. In my early
days I gave a controls lesson to a new
pupil who was dyslexic and dyspraxic.
She listened attentively to every word I
said and we got the car started. I told
her to push the clutch all the way down
to the floor. She looked surprised and
then she bent double, under the steering
wheel, stretched forward and tried to
push the clutch down with her right
hand.
I am saving up most of these stories
for the book I will not get around to
writing.
I also realised that a learner who has
driven really well, week after week, can
still doing something surprising. I take
learners up the A41 dual carriageway
near us. It is straight but hilly and good
for letting them see how easily the car
will speed up downhill and slow down
uphill. I don’t know what happened on
this particular day but at 70mph we
shot up a steep embankment and then
careered back onto the carriageway. As I
pulled myself up out of the foot well,
wondering if I was dead or alive, the
pupil just smiled and continued on up
the road.
Neither of us ever mentioned it...
When or where are you happiest?
I am happiest on a mountain, in a
desert or by a river. I started longdistance
walking when my father bought
me my first pair of fell boots aged 12. I
have walked and trekked ever since and
never lost my love for remote places and
open spaces.
If you had to pick one book/film/album
that inspires, entertains or moves you,
what would it be?
It has taken me years to get my work/
life balance where I want it but at the
moment I have got it right. I study
ancient Greek and Latin and am really
interested in ancient history. I visit as
many very old historical sites as I can
and clamber all over them (Health and
Safety is unheard of in some parts of the
world).
I still train dogs and grow vegetables
and I sing in the Chorleywood Choral
Society – we are good enough to go on
tour at home and abroad and this year
we were singing at the Edinburgh
Fringe.
If I were on Desert Island Discs the
music I would save from the waves
would be Richard Strauss’s Four Last
Songs and my book would be
Steinbeck’s East of Eden.
IN BRIEF
EVs bright spot in
car sales slump
Sales of new cars continue to be very
poor across Europe, with the only
bright spot for manufacturers the
continuing increase in the appeal of
electric vehicles (EVs).
New car registrations slowed once
again in August, with a decline of 18%
to 713,714 units. This marks the
lowest recorded volume in August since
2014.
However, there was a sharp uptick in
demand last month which saw EVs
post their second highest ever monthly
market share at 21%. The 151,737
units registered last month marks a
year-on-year increase of 61% and
takes total volume since January to
1.32 million units. A spokesman for
JATO Dynamics commented: “Although
deals and incentives have played a
significant part in boosting demand, we
have seen a fundamental shift in
buying habits as more appealing
models have entered the market and
consumers have become aware of the
benefits attached to EVs.”
In August, EVs and plug-in hybrids
outsold their diesel counterparts for the
first time ever. This time last year, the
volume of EVs was 158,300 units less
than diesel car registrations, however
last month we saw these EVs outsell
diesel vehicles by 10,100 units.
Demand was particularly strong for
the electric versions of the Fiat 500,
Peugeot 208, Hyundai Kona, Opel
Corsa and Kia Niro, in addition to the
outstanding results of the Volkswagen
ID.3 – Europe’s top-selling EV during
the month.
Best seller: the VW ID.3
NEWSLINK n OCTOBER 2021
37

Membership
Members’ discounts and benefits
MSA GB has organised a number of exclusive discounts and offers for members. More details can be found on our website at
www.msagb.com and click on the Member Discounts logo. To access these benefits, simply log in and click on the Member
discount logo, then click the link at the bottom of the page to allow you to obtain your special discounts.
Please note, non-members will be required to join the association first. Terms and conditions apply
Ford launches special offer
for MSA GB members
Some exciting news for members: Ford has partnered with
MSA GB to offer exclusive discounts on all car and
commercial Ford vehicles.
Take a look at the Ford website www.ford.co.uk for vehicle
and specification information.
For further information, to view frequently asked questions,
to request a quote and to access the member discount
codes, please go to the Members’ Benefits page on the MSA
GB website and follow the Ford link.
Please note these discounts are only available to MSA GB
members and their immediate family if they are members
who pay annually.
ACCOUNTANCY
MSA GB’s Recommended
Accountancy Service, FBTC
offers a specialist service for
driving instructors. It has been
established over 20 years ago and
covers the whole of the UK. The team takes
pride in providing unlimited advice and
support to ensure the completion of your tax
return is hassle free, giving you peace of mind.
MSA GB OFFER:: FBTC will prepare you for
Making Tax Digital and will be providing
HMRC compliant software to all clients very
soon. Join now to receive three months free.
ADVANCE DRIVING
AND RIDING
IAM RoadSmart, the UK’s
largest road safety charity, is
proud to partner with the
Motor Schools Association GB in
order to work together to make our roads
safer through driver skills and knowledge
development.
MSA GB OFFER:: Enjoy a 20% saving on our
Advanced Driver Course for members.
BOOKKEEPING
Easy-to-use bookkeeping & tax spreadsheets
designed specifically for driving instructors. It
will reduce the time you need to spend on
record-keeping. Simply enter details of your fee
income and expenses throughout the year and
your trading profit, tax & national insurance
liability are automatically calculated.
MSA GB OFFER:: We’re proud to offer all MSA
GB members 25% discount.
CAR AIR FRESHENERS / CANDLES
Mandles’ handmade scented collections use
quality ingredients to ensure
superior scent throw from all
its candles and diffusers.
Check our our website for
further details.
MSA GB OFFER:: Special discount
of 20% on all car air fresheners and refills.
CARD PAYMENTS
MSA GB and SumUp believe in
supporting motor vehicle
trainers of all shapes and sizes.
Together we are on a mission to
ease the operational workload of our members
by providing them with the ability to take card
payments on-the-go or in their respective
training centres. SumUp readers are durable
and user-friendly. Their paperless onboarding is
quick and efficient. Moreover, their offer comes
with no monthly subscription, no contractual
agreement, no support fees, no hidden fees
– just the one-off cost for the reader coupled
with lowest on the market transaction fee.
MSA GB OFFER:: We are offering MSA GB
members discounted 3G reader.
CPD & TRAINING
COURSES
As part of its new relationship
with MSA GB, Tri-Coaching is
delighted to offer a massive
20% discount across the board on all our
training products and courses, exclusively to
MSA GB Members.
MSA GB OFFER: 20% off all Tri-Coaching
courses.
DISABILITY AIDS
Driving shouldn’t just be a
privilege for people without
disabilities; it should be
accessible for all and there’s
never been an easier time to make
this the case! MSA GB members can take
advantage of BAS’s Driving Instructor
Packages which include a range of adaptations
at a discounted price, suitable for teaching
disabled learner drivers.
MSA GB OFFER: Special Driving Instructor
Packages for MSA members.
HEALTH / FINANCE COVER
The Motor Schools Association of Great Britain
has agreed with HMCA to offer discounted
rates for medical plans, dental plan, hospital
cash plans, personal accident
plan, travel plan, income
protection and vehicle
breakdown products.
MSA GB OFFER: HMCA only
offer medical plans to
membership groups and can offer up to a
40% discount off the underwriter’s standard
rates. This is a comprehensive plan which
provides generous cash benefits for surgery
and other charges.
To get the full story of
the discounts available,
see www.msagb.com
40 NEWSLINK n OCTOBER 2021

For all the latest news, see www.msagb.com
Membership offer
Welcome new ADIs
PUPIL INSURANCE
Help your pupils private practice
by signing them up to
Collingwood’s instructor
affiliate programme.
MSA GB OFFER:: £50 for your
first referral and a chance to
win £100 of High Street vouchers!
PSYCHOLOGY TRAINING
Confident Drivers has the only
website created especially for
drivers offering eight different
psychological techniques
commonly used to reduce
stress and nerves.
MSA GB OFFER: One month free on a
monthly subscription plan using coupon code.
PUPIL SOURCING
Go Roadie provides students
when they need them, with
all the details you need
before you accept. Control
your own pricing, discounts
and set your availability to suit
you. Full diary? No cost!
MSA GB OFFER: Introductory offer of 50%
off the first three students they accept.
TYRES
VRedestein’s impressive range
of tyres includes the awardwinning
Quatrac 5 and the
new Quatrac Pro – offering
year-round safety and
performance.
MSA GB OFFER: 10% discount on
purchases across our tyre ranges.
To get the full story of
the discounts available,
see www.msagb.com
We’ve a special introductory offer for you!
Congratulations on passing your
Part 3 and becoming an ADI.
There’s an exciting career
open to you from today.
It’s one that is alive with
possibilities as you build
your skills, your client
base and your income.
But for all the excitement,
it can also be a
challenging profession. Who
can you turn to if you’re
struggling to get over key driver
training issues to a pupil? Where can you
go to soak up advice from more
experienced ADIs? Who will help you if
you are caught up in a dispute with the
DVSA? If the worst happens, who can
you turn to for help, advice and to fight
your corner?
The answer is the Motor Schools
Association of Great Britain – MSA GB
for short.
We are the most senior association
representing driving instructors in Great
Britain. Establised in 1935 when the
first driving test was introduced, MSA GB
has been working tirelessly ever since on
behalf of ordinary rank and file ADIs.
We represent your interests and your
views in the corridors of power, holding
regular meetings with senior officials
from the DVSA and the Department for
Transport to make sure the ADIs’ voice is
heard.
SPECIAL OFFER
We’d like you to join us
We’re there to support you every
step of the way. Our officebased
staff are there, five
days a week, from 9am-
5.30pm, ready to answer
your call and help you in
any way.
In addition our network of
experienced office holders
and regional officers can offer
advice over the phone or by email.
But membership of the MSA GB doesn’t
just mean we’re there for you if you’re in
trouble. We also offer a nationwide
network of regular meetings, seminars
and training events, an Annual
Conference, and a chance to participate
in MSA GB affairs through our
democratic structure
In addition, you’ll get a free link to our
membership magazine Newslink every
month, with all the latest news, views,
comment and advice you’ll need to
become a successful driving instructor.
You’ll also automatically receive
professional indemnity insurance worth
up to £5m and £10m public liability
insurance free of charge.
This is essential legal protection covering
you against legal claims ariving from your
tuition.
So join us today: No joining fee,
saving you £15 – all for just £70!
Join MSA GB today!
No joining fee, saving £15
includes Professional Indemnity and
Professional Liability insurance
Call 0800 0265986 quoting
discount code Newslink, or join
online at www.msagb.com
£70
Just for 12 months membership
NEWSLINK n OCTOBER 2021 41